TR 511 PDF

Q
C
C - C
op V1
y
op V1
C -
y
C
C
Q
Document No: TR-525

First Edition
December - 2016
Department of Municipal Affairs and Transport
PO Box 20
Abu Dhabi, United Arab Emirates
© Copyright 2016, by the Department of Municipal Affairs and Transport. All Rights Reserved.
This manual, or parts thereof, may not be reproduced in any form without written permission of the
publisher
MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES
TABLE OF CONTENTS
List of Figures .............................................................................................................................. ix
List of Tables............................................................................................................................... xii
Glossary ..................................................................................................................................... xiii
Abbreviations and Acronyms ................................................................................................ xxvi
1 Introduction .............................................................................................................................. 1
1.1 Overview .......................................................................................................................... 1
1.2 Purpose and Scope .......................................................................................................... 1
op V1
1.3 Application of This Manual ................................................................................................ 1
1.4 Content and Format .......................................................................................................... 2
1.5 Requirements and Purpose of Traffic Control Devices ...................................................... 4
1.6
C -
Standardization of Application........................................................................................... 5
y
1.7
C
Approval for Placement..................................................................................................... 5
1.8 Excessive Use of Traffic Control Devices ......................................................................... 5
C
1.9 Advertising Signing ........................................................................................................... 6
1.10 Classification .................................................................................................................... 6
Q
1.10.1 Road Classification ..................................................................................................... 6

1.10.2 Traffic Control Device Classification ........................................................................... 7
1.11 Scope of Application ......................................................................................................... 7
1.12 Compliance....................................................................................................................... 8
2 General Definitions................................................................................................................. 10
2.1 Overview ........................................................................................................................ 10
2.1.1 Guide Words............................................................................................................. 10
2.1.2 Traffic Control Device Word Glossary, Acronyms, and Abbreviations ....................... 11
2.2 Abbreviations Used on Traffic Control Devices ............................................................... 11
2.2.1 Description ............................................................................................................... 11
2.2.2 Standards ................................................................................................................. 11
2.2.3 Guidance .................................................................................................................. 11
2.3 Standards and Manuals References ............................................................................... 12
3 Introduction to Traffic Control Devices ................................................................................ 15
3.1 Overview ........................................................................................................................ 15
3.1.1 Standards ................................................................................................................. 15
3.1.2 Guidance .................................................................................................................. 15
3.2 Principles of Traffic Control Devices ............................................................................... 15
3.2.1 Description ............................................................................................................... 15
TOC Page i FIRST EDITION – DECEMBER 2016

3.2.2 Standards ................................................................................................................. 15

3.2.3 Guidance .................................................................................................................. 16
3.3 Design of Traffic Control Devices .................................................................................... 16
3.3.1 Description ............................................................................................................... 16
3.3.2 Standards ................................................................................................................. 17
3.3.3 Guidance .................................................................................................................. 17
3.4 Placement and Operation of Traffic Control Devices ....................................................... 17
3.4.1 Guidance .................................................................................................................. 17
op V1
3.5 Maintenance of Traffic Control Devices .......................................................................... 17
3.5.1 Guidance .................................................................................................................. 17
3.6 Uniformity of Traffic Control Devices ............................................................................... 18
3.6.1
C -
Guidance .................................................................................................................. 18
y
3.7
C
Legal Framework and Implications ................................................................................. 18
3.7.1 Description ............................................................................................................... 18
C
3.7.2 Standards ................................................................................................................. 18
3.7.3 Guidance .................................................................................................................. 19
Q
3.8 Risk Assessment, Engineering Study and Judgment ...................................................... 19

3.8.1 Description ............................................................................................................... 19
3.8.2 Standards ................................................................................................................. 19
3.8.3 Guidance .................................................................................................................. 19
3.9 Interpretations, Experimentations, Changes, and Interim Approvals ............................... 19
3.9.1 Description ............................................................................................................... 19
3.9.2 Standards ................................................................................................................. 20
3.9.3 Guidance .................................................................................................................. 23
3.10 Relation to Other Publications......................................................................................... 23
4 Signs ....................................................................................................................................... 25
4.1 General Requirements for Signs ..................................................................................... 25
4.1.1 Function and Purpose of Signs ................................................................................. 25
4.1.2 Definitions and Acronyms ......................................................................................... 25
4.1.3 Standardization of Application .................................................................................. 25
4.1.4 Guidance .................................................................................................................. 26
4.1.5 Excessive Use of Signs ............................................................................................ 26
4.1.6 Classification of Signs............................................................................................... 26
4.1.7 General Design Principles ........................................................................................ 27
4.1.8 Sign Retro-reflectivity and Illumination ...................................................................... 28
TOC Page ii FIRST EDITION – DECEMBER 2016

4.1.9 Physical Aspects ...................................................................................................... 31

4.1.10 Legend ..................................................................................................................... 35
4.1.11 Installation ................................................................................................................ 36
4.1.12 Maintenance ............................................................................................................. 45
4.2 Regulatory Signage, Barricade, and Gates ..................................................................... 52
4.2.1 Overview .................................................................................................................. 52
4.2.2 Function of Regulatory Signage ................................................................................ 53
4.2.3 Design of Regulatory Signs ...................................................................................... 54
op V1
4.2.4 Control Signs at Intersections and Pedestrian Crossings .......................................... 55
4.2.5 Regulatory Signing at Intersections or Pedestrian Crossings .................................... 62
4.2.6 Movement Control, Mandatory and Prohibitory Signage ........................................... 64
4.2.7
C -
Speed Limit Signage................................................................................................. 74
y
4.2.8
C
General Prohibitory Traffic Restrictions Signage ....................................................... 81
4.2.9 Parking Control and Reservation Signage ................................................................ 91
C
4.2.10 Vehicle-Specific Reservation Signing ..................................................................... 100
4.2.11 Comprehensive Signage ........................................................................................ 106
Q
4.2.12 Closure Signage, Barricades, and Gates ................................................................ 109

4.3 Warning Signs .............................................................................................................. 112
4.3.1 Overview ................................................................................................................ 112
4.3.2 Function of Warning Signage.................................................................................. 113
4.3.3 Design of Warning Signs ........................................................................................ 116
4.3.4 Advance Warning Signs ......................................................................................... 117
4.3.5 Hazard Marker Signs .............................................................................................. 142
4.3.6 Diagrammatic Signs................................................................................................ 147
4.3.7 Countdown Markers (Signs 496-498) ..................................................................... 155
4.4 Guide Signage .............................................................................................................. 156
4.4.1 Function and Application of Guide Signs ................................................................ 156
4.4.2 General Standards for Guide Signs ........................................................................ 163
4.4.3 Route Numbering System ....................................................................................... 177
4.4.4 Guide Signs for Arterials and At-Grade Junctions ................................................... 186
4.4.5 Guide Signage for Freeways, Expressways, and Grade-Separated Junctions ........ 207
4.4.6 General Information and Service Signs................................................................... 233
5 Pavement Markings .............................................................................................................. 246
5.1 Introduction ................................................................................................................... 246
5.2 Principles ...................................................................................................................... 246
TOC Page iii FIRST EDITION – DECEMBER 2016

5.2.1 Standards ............................................................................................................... 246

5.2.2 Guidance ................................................................................................................ 247
5.3 General Overview of Pavement and Curb Markings ..................................................... 247
5.3.1 Marking Types ........................................................................................................ 247
5.3.2 Colours ................................................................................................................... 249
5.3.3 Materials ................................................................................................................. 250
5.3.4 Configuration .......................................................................................................... 251
5.3.5 Implementation of this Pavement-Marking Guidance .............................................. 251
op V1
5.4 Detailed Requirements for Pavement and Curb Markings............................................. 252
5.4.1 Regulatory Markings ............................................................................................... 252
5.4.2 Warning Markings ................................................................................................... 268
5.4.3
C -
Guidance Markings ................................................................................................. 276
y
5.4.4
C
Raised Pavement Markers (RPM) .......................................................................... 277
5.4.5 Summary Table for Spacing of Longitudinal Pavement Markings ........................... 284
C
5.4.6 Curb Painting .......................................................................................................... 284
5.4.7 Object Marker Design ............................................................................................. 296
Q
5.4.8 Text Pavement Markings ........................................................................................ 298

5.4.9 Delineation ............................................................................................................. 300
5.4.10 Barricades and Channelizing Devices .................................................................... 303
5.5 Roundabout Markings ................................................................................................... 305
6 School Zone Traffic Control................................................................................................. 306
6.1 General Principles ........................................................................................................ 306
6.1.1 Need for Standards................................................................................................. 306
6.1.2 School Routes and Established School Crossings .................................................. 307
6.2 Traffic Control for School Zones without Mid-Block Crossings ...................................... 308
6.2.1 Description ............................................................................................................. 308
6.2.2 Signing Standards .................................................................................................. 309
6.2.3 School Zone Layout ................................................................................................ 311
6.3 School Zones with Dedicated School Crossings ........................................................... 312
6.3.1 Warrants ................................................................................................................. 312
6.3.2 Description and Standards...................................................................................... 314
6.3.3 Layout..................................................................................................................... 317
6.4 Supervision of School Zones ........................................................................................ 318
6.4.1 Warrants ................................................................................................................. 318
6.4.2 Description and Standards...................................................................................... 320
TOC Page iv FIRST EDITION – DECEMBER 2016

6.4.3 Layout for School Crossings Outside School Zone ................................................. 320
6.5 Miscellaneous Signage Details ..................................................................................... 321
6.5.1 Illumination and Reflectorization ............................................................................. 321
6.5.2 Position of Signs ..................................................................................................... 321
6.5.3 Height of Signs ....................................................................................................... 321
6.5.4 Installation of Signs................................................................................................. 321
6.5.5 Lettering ................................................................................................................. 321
6.6 Supervision of School Zones ........................................................................................ 321
op V1
6.6.1 Types of Crossing Supervision ............................................................................... 321
6.6.2 Adult Crossing Guards............................................................................................ 322
6.6.3 Qualifications of Adult Crossing Guards.................................................................. 322
6.6.4
C -
Uniform of Adult Crossing Guard ............................................................................ 322
y
6.6.5
C
Operating Procedures for Adult Crossing Guards ................................................... 322
6.6.6 Stop Paddle Sign 301P........................................................................................... 323
C
7 Rail/Busway Grade Crossings and Exclusive Bus and Carpool (Managed Lane) Facilities .
............................................................................................................................................... 324
Q
7.1 General Principles ........................................................................................................ 324

7.1.1 Introduction ............................................................................................................. 324
7.1.2 Overview of Grade Crossings ................................................................................. 324
7.1.3 Use of Standard Devices, Systems, and Practices at Road-Railway Grade Crossings
............................................................................................................................... 325
7.1.4 Use of Standard Devices, Systems, and Practices at Road-LRT Grade Crossings . 325
7.1.5 Uniform Provisions for Grade Crossings of All Rail Facilities .................................. 327
7.1.6 Grade Crossing Elimination .................................................................................... 327
7.1.7 Provisions for BRT, Busway and Managed Lane Activities ..................................... 328
7.1.8 Illumination at Grade Crossings .............................................................................. 330
7.1.9 Temporary Traffic Management at Grade Crossings .............................................. 330
7.2 Risk Mitigation .............................................................................................................. 331
7.3 Signs and Markings – Rail Crossings............................................................................ 332
7.3.1 General................................................................................................................... 332
7.3.2 Railway Sign Assemblies at Road-Rail Crossings .................................................. 332
7.3.3 Advance Warning Signage for Railway Crossings .................................................. 335
7.3.4 Pavement Markings ................................................................................................ 339
7.3.5 Clear Zone Markings and Signage.......................................................................... 340
7.4 Signs and Markings – LRT Crossings ........................................................................... 341
7.4.1 Exclusive LRT Crossing Warning Signal Assembly (Assembly 1011) ..................... 341
TOC Page v FIRST EDITION – DECEMBER 2016

7.4.2 Advance LRT Crossing Warnings ........................................................................... 342

7.4.3 Urban LRT Crossings – Signs and Markings .......................................................... 344
7.5 Signalization and Gates ................................................................................................ 346
7.5.1 Active Control Devices ............................................................................................ 346
7.5.2 Four-Quadrant Gate Systems ................................................................................. 350
7.5.3 Wayside Horn Systems .......................................................................................... 352
7.5.4 Rail Traffic Detection .............................................................................................. 352
7.5.5 Exclusive Bus Lane Signs....................................................................................... 353
op V1
7.5.6 Exclusive LRT/Tram Lane Signs 395.1, 395.2, and 395.3 ...................................... 353
7.6 Managed Lanes (Express Bus and Carpool Facilities) Signage and Marking on Freeways
..................................................................................................................................... 355
7.6.1 Introduction ............................................................................................................. 355
C -
y
7.6.2 Overview of Non-Barrier-Separated Managed Lane Facilities ................................. 356
C
7.6.3 Barrier-Separated Managed Lane Signage and Marking ........................................ 359
C
7.6.4 Signing Standards .................................................................................................. 361
7.6.5 Managed Lane Markings ........................................................................................ 381
Q
8 Traffic Control for Bicycle Facilities.................................................................................... 384

8.1 Principles ...................................................................................................................... 384
8.1.1 Scope ..................................................................................................................... 384
8.1.2 Maintenance ........................................................................................................... 384
8.1.3 Relation to Other Documents.................................................................................. 384
8.1.4 Placement Authority................................................................................................ 385
8.1.5 Colours ................................................................................................................... 385
8.2 Signage ........................................................................................................................ 385
8.2.1 Application and Placement of Signs........................................................................ 385
8.2.2 Design of Bicycle Signs .......................................................................................... 386
8.2.3 STOP and YIELD Signs (301, 302)......................................................................... 386
8.2.4 Mandatory With-Flow Bicycle Lane Signs (Signs 8-1x-8-4x) ................................... 387
8.2.5 Advisory With-Flow Bicycle Lane Signs (Signs 8-5x) .............................................. 390
8.2.6 Mandatory Contra-Flow Bicycle Lane Signs (Signs 8-6x-8-9x) ............................... 391
8.2.7 Advisory Contra-Flow Bicycle Lane Signs (Signs 8-10x) ......................................... 395
8.2.8 Shared Bicycle/Pedestrian Tracks (Signs 8-11x, 8-12x) ......................................... 395
8.2.9 End of Bicycle Lane, Track or Route (Signs 8-13x, 8-14x) ...................................... 396
8.2.10 Selective Exclusion Signs (Signs 352, 353) ............................................................ 396
8.2.11 Bicycle Guide Signs ................................................................................................ 397
8.3 Markings ....................................................................................................................... 398
TOC Page vi FIRST EDITION – DECEMBER 2016

8.3.1 Functions of Markings............................................................................................. 398

8.3.2 General Principles .................................................................................................. 398
8.3.3 Mandatory Bicycle Lane Markings .......................................................................... 399
8.3.4 Advisory Bicycle Lane Markings ............................................................................. 401
8.3.5 Bicycle Track Markings ........................................................................................... 402
8.4 Bicycle Grade Crossings............................................................................................... 402
8.4.1 Description ............................................................................................................. 402
8.4.2 Standards ............................................................................................................... 402
op V1
8.5 Signalization (refer to TSES Manual) ............................................................................ 403
8.5.1 Application .............................................................................................................. 403
8.5.2 Signal Operations for Bicycles ................................................................................ 403
8.6
C -
Temporary Traffic Management and Bicycle Access .................................................... 403
y
C
9 Traffic Control for Pedestrian Facilities .............................................................................. 405
9.1 Principles ...................................................................................................................... 405
C
9.2 Signage ........................................................................................................................ 405
9.2.1 Standards ............................................................................................................... 405
Q
9.2.2 Give Way to Pedestrians Sign (Sign 303) ............................................................... 405

9.2.3 No Pedestrians Sign (Sign 352) .............................................................................. 406
9.2.4 Children Sign (Sign 426) ......................................................................................... 406
9.2.5 Pedestrians Crossing Ahead Sign (Sign 427) ......................................................... 407
9.2.6 Traffic Signals Ahead (Sign 430A and 430B) .......................................................... 408
9.3 Markings ....................................................................................................................... 409
9.3.1 Pedestrian (“Zebra”) Crossing Marking 603 ............................................................ 409
9.3.2 Pavement Messages .............................................................................................. 410
9.3.3 Pedestrian Islands and Medians ............................................................................. 410
9.4 Pedestrian Grade Crossings ......................................................................................... 411
9.4.1 Description ............................................................................................................. 411
9.5 Signalization ................................................................................................................. 411
9.5.1 Description ............................................................................................................. 411
9.6 Temporary Traffic Management and Pedestrian Access ............................................... 411
10 Typical Applications ............................................................................................................. 412
10.1 General......................................................................................................................... 412
10.2 Local and Arterial Road Junctions ................................................................................ 412
10.3 Roundabout Junctions .................................................................................................. 420
10.4 Freeways and Grade-Separated Junctions ................................................................... 423
TOC Page vii FIRST EDITION – DECEMBER 2016

Cited References ...................................................................................................................... 437

Other References ...................................................................................................................... 438
Index .......................................................................................................................................... 439
op V1
C -
y
C
C
Q
TOC Page viii FIRST EDITION – DECEMBER 2016

LIST OF FIGURES
Figure 1-1: Sign Clutter Example .................................................................................................... 6
Figure 1-2: Classification of Traffic Control Devices ........................................................................ 9
Figure 3-1: Process for Requesting and Conducting Experimentations for New Traffic Control
Devices ......................................................................................................................................... 21
Figure 3-2: Process for Incorporating New Traffic Control Devices into the MUTCD ..................... 24
Figure 4-1: Lateral and Vertical Sign Placement ........................................................................... 38
Figure 4-2: Lateral and Vertical Positioning of Regulatory and Warning Signs .............................. 40
Figure 4-3: Lateral and Vertical Positioning of Guide Signs........................................................... 41
Figure 4-4: Sign Orientation Angle ................................................................................................ 41
op V1
Figure 4-5: General Process for Sign Maintenance ....................................................................... 47
Figure 4-6: Longitudinal Position of Stop Sign 301 and Give Way Sign 302.................................. 59
Figure 4-7: Typical NO ENTRY Signing for Intersections with Dual Carriageway Roads ............... 66
Figure 4-8: Use of One-Way Signs 305, 306, and 307 with Signs 346 and 347 ............................ 68
C -
Figure 4-9: Use of Maximum Speed Limit Sign 344 ...................................................................... 79
y
C
Figure 4-10: U-turns Permitted Except for Goods Vehicles (left) and “Buses Keep Right” (right)... 91
Figure 4-11: Example of Disabled and Timed Parking Schemes ................................................... 99
C
Figure 4-12: Parking Zone 80 m or more with No Stopping Zone on either Side ........................... 99
Figure 4-13: Typical Gate Installation .......................................................................................... 112
Figure 4-14: Merge Between Routes of Equal Importance .......................................................... 122
Q
Figure 4-15: Typical Hazard Plate Applications ........................................................................... 143

Figure 4-16: Examples of Applications of Sign 454 and Sign 455 ............................................... 145
Figure 4-17: Typical Application of Multiple Chevron Signs 456 and 457 .................................... 146
Figure 4-18: Option A – Advance Signing for Intersections ......................................................... 158
Figure 4-19: Option A – Advance Signing for Roundabouts ........................................................ 159
Figure 4-20: Option B – Advance Overhead Signing at Major Intersections2 ............................... 160
Figure 4-21: Advance Signing Example for Diamond Interchange .............................................. 162
Figure 4-22: Advance Signing Example for Major Interchange .................................................... 162
Figure 4-23: Abu Dhabi Route Numbering System Framework ................................................... 179
Figure 4-24: Route Marking Principles ........................................................................................ 184
Figure 4-25: Typical Guide Sign Internal Spacing Elements (not to scale) .................................. 193
Figure 4-26: Approved Supplemental Destination Symbols......................................................... 201
Figure 4-27: Advance Exit Direction Sign Layouts (Sign 551) ..................................................... 214
Figure 4-28: Exit Direction Sign Layouts (Sign 552) .................................................................... 215
Figure 4-29: Ongoing Direction Sign 553 .................................................................................... 220
Figure 4-30: Illustration of Exit Numbers ..................................................................................... 232
Figure 4-31: General Services Iconic Symbols............................................................................ 244
Figure 5-1: Transverse Regulatory Pavement Markings ............................................................ 255
Figure 5-2: Longitudinal Regulatory Pavement Markings ............................................................ 258
Figure 5-3: Use of No Passing Line 611 at Junction.................................................................... 259
Figure 5-4: Typical Regulatory Arrow Pavement Markings (Urban) ............................................. 263
Figure 5-5: Typical Regulatory Arrow Pavement Markings (Highways) ....................................... 264
Figure 5-6: Typical Straight and Diverge Regulatory Arrow Pavement Markings (Freeway and
Expressway Applications) ........................................................................................................... 265
Figure 5-7: Exclusive Use Lane or Parking Regulatory Symbol Markings (623.x) ....................... 267
TOC Page ix FIRST EDITION – DECEMBER 2016

Figure 5-8: Example of Marking 623.6 – Light Rail Path marking (locate near pedestrian crossings)
................................................................................................................................................... 268
Figure 5-9: Warning Pavement Markings .................................................................................... 271
Figure 5-10: Guidelines for Using Rumble Strip Marking 650 for Speed Reduction ..................... 271
Figure 5-11: LANE END ARROW Use for Freeway On-Ramp .................................................... 274
Figure 5-12: Chevron Marking 657 (Diverging Traffic)................................................................. 275
Figure 5-13: Hatch Marking 658 .................................................................................................. 276
Figure 5-14: Guidance Pavement Markings ................................................................................ 276
Figure 5-15: Use of Raised Pavement Markings ......................................................................... 280
Figure 5-16: Placement of RPMs for Lane Drops (3 lanes to 2) .................................................. 281
Figure 5-17: Placement of RPMs for Lane Drops at Freeway Diverge ........................................ 282
op V1
Figure 5-18: Placement of Green RPMs at Freeway Diverge Entrance ....................................... 282
Figure 5-19: Curb Painting for Fire Hydrants Along Roadways Using No Stopping Marking 695. 292
Figure 5-20: Curb Painting and Pavement Marking for Fire Hydrants Adjacent to Parking Spaces
................................................................................................................................................... 293
C -
Figure 5-21: Parking Zone / Delineation Curb Colours ................................................................ 294
y
C
Figure 5-22: Disabled Parking Zone Curb Example .................................................................... 295
Figure 5-23: Object Markers ....................................................................................................... 297
Figure 5-24: Examples of Delineator Placement ......................................................................... 298
C
Figure 5-25: Examples of Text Symbol 695 ................................................................................ 299
Figure 5-26: Typical Barricade .................................................................................................... 303
Q
Figure 5-27: Typical Channelizing Devices (7459) ...................................................................... 304

Figure 6-1: Example of School Route Plan Map.......................................................................... 308
Figure 6-2: Sign 426 with Supplementary Plate 589 and Warning Flasher .................................. 309
Figure 6-3: Sign 344-30 with Supplementary Sign 589 and Warning Flasher .............................. 310
Figure 6-4: Alternative School Zone Sign .................................................................................... 310
Figure 6-5: Sign 588E ................................................................................................................. 310
Figure 6-6: Sign 426 with Type 5 Arrow on Type 589 Supplementary Plaque ............................. 311
Figure 6-7: Basic School Zone .................................................................................................... 312
Figure 6-8: Sign 302 with Sign 360 below ................................................................................... 315
Figure 6-9: Use of traffic slowing (Zigzag) lines in advance of zebra crossing (two-lane example)
................................................................................................................................................... 316
Figure 6-10: Example of Signing for a School Zone with a School Speed Limit and a School
Crossing ..................................................................................................................................... 319
Figure 6-11: Sign 426 with Distance on Type 589 Supplemental Plaque .................................... 320
Figure 6-12: Example of Signing for a School Crossing Outside of a School Zone ..................... 321
Figure 6-13: Sign 301P ............................................................................................................... 323
Figure 7-1: Railway Crossing Warning Signal Assembly 1001 (indicating 2 track crossing) ........ 333
Figure 7-2: Railway Crossing Stop Sign Assembly 1002 (indicating 2 track crossing) ................. 335
Figure 7-3: Assembly 1003 – Railway Crossing and Signals Ahead ........................................... 337
Figure 7-4: Sign 2012 (right hand side) ....................................................................................... 337
Figure 7-5: Approach Layout for Stop-Controlled Rail Crossing .................................................. 338
Figure 7-6: Assembly 1004 Containing Sign 2010 Mounted Above Sign 589 with Type 5 Arrow
(Railway Crossing on Right)........................................................................................................ 338
Figure 7-7: Clear Zone Marking .................................................................................................. 340
Figure 7-8: Exclusive LRT Crossing Warning Signal Assembly 1011 (for exclusive LRT right-of-way
crossing road) ............................................................................................................................. 342
TOC Page x FIRST EDITION – DECEMBER 2016

Figure 7-9: Assembly 1013 – LRT Crossing and Signals Ahead ................................................. 343
Figure 7-10: Assembly 1014A (Sign 430A with Sign 2021) ......................................................... 344
Figure 7-11: Assembly 1014B (Sign 430B with Sign 2021) ......................................................... 345
Figure 7-12: Assembly 2015 (Sign 2015 with Sign 589, Type 5 Arrow shown) ............................ 345
Figure 7-13: Assembly 2016 (Sign 301 plus Sign 2003M, Sign 2021 as alternative) ................... 346
Figure 7-14: Overhead Flashing Signal Assembly ...................................................................... 347
Figure 7-15: Typical Railway Crossing Flashing Signal and Boom Barrier Assembly .................. 348
Figure 7-16: Example of Location Plan for Flashing-Light Signals and Four-Quadrant Gates ..... 351
Figure 7-17: Configuration for “Add-Lane” Contiguous Managed Lane ....................................... 357
Figure 7-18: Configuration for Left Lane Transition to Managed Lane ......................................... 358
Figure 7-19: Configuration for in-Out Transition between Managed Lane and General Purpose
op V1
Lanes (non-barrier-separated facility) ......................................................................................... 359
Figure 7-20: Configuration for Intermediate Entry to Barrier-Separated Managed Lane .............. 361
Figure 7-21: Configuration for Intermediate Exit from Barrier-Separated Managed Lane ............ 362
Figure 7-22: Use of DMS for Managed Lanes Direction Signs .................................................... 380
C -
Figure 8-1: Sign Placement on Shared Use Paths ...................................................................... 386
y
C
Figure 8-2: Start of Lane Typical Layout ..................................................................................... 389
Figure 8-3: Typical Entry to a One-Way Street ............................................................................ 392
Figure 8-4: Typical Arrangement at the Start of a Contra-Flow Bicycle Lane .............................. 393
C
Figure 8-5: With-Flow Mandatory Bicycle Lanes ......................................................................... 400
Figure 8-6: Contra-Flow Mandatory Bicycle Lanes ...................................................................... 401
Q
Figure 8-7: Bicycle Grade Crossings ........................................................................................... 404

Figure 9-1: Pedestrian (“Zebra”) Crossing Marking 603 .............................................................. 410
Figure 10-1: Local Street Sign and Marking Layouts ................................................................... 415
Figure 10-2: Dual Carriageway Arterial with Median U-Turn Pocket and Channelized T-Intersection
with Local Street ......................................................................................................................... 416
Figure 10-3: Dual Carriageway Arterial with Channelized Left-Turn Movement into Side Road and
Bus Stop Turnout Location.......................................................................................................... 417
Figure 10-4: Dual Carriageway Urban Arterial with Service Roads, Parking and Local Street
Access ........................................................................................................................................ 418
Figure 10-5: Signalised Intersection between Two Major Arterial Roads with Advance Horizontal
Stack Signage............................................................................................................................. 419
Figure 10-6: Roundabout Junction between Two AD-Routes with Bypass Right Turn and Vertical-
Stack Advance Signage .............................................................................................................. 421
Figure 10-7: Signalised Roundabout Junction between Two AD-Routes with Bypass Right Turn
and Horizontal-Stack Advance Signage (includes advance guidance to E-routes and Mashreq
route signing on cross route)....................................................................................................... 422
Figure 10-8: Mini-Roundabout (local or rural junctions) ............................................................... 423
Figure 10-9: Arterial and Freeway Off-Ramp Approaches to Arterial-Ramp Junction (diamond
interchange, signalisation at ramp junctions) .............................................................................. 427
Figure 10-10: Arterial and Freeway Off-Ramp Approaches to Arterial-Ramp Junction (diamond
interchange, roundabouts at ramp junctions ............................................................................... 428
Figure 10-11: Freeway Approach to Single-Lane Exit Ramp (no lane drop) ................................ 429
Figure 10-12: Freeway Approach to Two Lane Exit with Right Lane Drop and Second-Lane Exit
Option (use of standard over-lane guide signing) ........................................................................ 430
Figure 10-13: Freeway Approach to Two Lane Exit with Right Lane Drop and Second-Lane Exit
Option (use of alternative diagrammatic lane use arrow signage) ............................................... 431
TOC Page xi FIRST EDITION – DECEMBER 2016

Figure 10-14: Signing for Multi-Ramp Interchange (exit ramps direct from mainline)................... 432
Figure 10-15: Signing for Multi-Ramp Interchange with Primary Exit to Collector-Distributor (C-D)
Road and Secondary Exits from C-D Road ................................................................................. 433
Figure 10-16: Signing for Freeway-to-Freeway Interchange (two lane drops, directional split on exit
ramp) .......................................................................................................................................... 434
Figure 10-17: Guide Signage for Grade-Separated Urban Junction ............................................ 435
Figure 10-18: Pavement Marking Examples for Freeway Merges, Weaving Sections and Exit
Ramp Splits ................................................................................................................................ 436
LIST OF TABLES
op V1
Table 1-1: Roadway Types by Functional Classification ................................................................. 6
Table 2-2: Acceptable Abbreviations ............................................................................................. 12
Table 2-3: Abbreviations That Shall Be Used Only on Portable Dynamic Message Signs ............. 13
C -
Table 2-4: Unacceptable Abbreviations (English) .......................................................................... 14
y
C
Table 4-5: Minimum Sign Retro-reflectivity Requirements to be Maintained .................................. 29
Table 4-6: Illumination of Sign Elements ....................................................................................... 31
Table 4-7: Standard Sign Shapes ................................................................................................. 32
C
Table 4-8: Regulatory and Warning Sign Sizes ............................................................................. 33
Table 4-9: Traffic Sign Colour Code .............................................................................................. 34
Q
Table 4-10: Lateral and Vertical Positioning of Traffic Signs (Refer to Figures 5 and 6) ................ 42
Table 4-11: Minimum Longitudinal Sign Spacing Requirements – General ................................... 43
Table 4-12: Basis of Sample Sign Ratings .................................................................................... 49
Table 4-13: Number of Test Signs ................................................................................................ 50
Table 4-14: Sign Cleaning Frequency ........................................................................................... 51
Table 4-15: Placement of Speed Limit Signs ................................................................................ 74
Table 4-16: Guidelines for Positioning Advance Warning Signs .................................................. 114
Table 4-17: Categories of Warning Signs and Plaques ............................................................... 115
Table 4-18: Minimum Size of Supplemental Warning Plaques .................................................... 116
Table 4-19: Junction Spacing Requirements for Signs 405 and 406 ........................................... 120
Table 4-20: Spacing on Curves for 451, 452, 454, and 455 ........................................................ 143
Table 4-21: Information Eligible for Display on Guide Signs ........................................................ 165
Table 4-22: Recommended “x” Height for Guide Signs (millimetres) ........................................... 167
Table 4-23: Places Not Eligible for Display as Primary Destinations on Guide Signs .................. 176
Table 4-24: Control Destinations ................................................................................................. 185
Table 4-25: Locations Eligible for Supplement Destination Signing ............................................. 196
Table 4-26: Displayed Freeway Control Destinations within Emirate ........................................... 221
Table 5-27: Colours of Longitudinal Pavement Markings ............................................................ 250
Table 5-28: Use of No Passing Line 611 on Curves .................................................................... 256
Table 5-29: Use of No Passing Line 611 and Channelizing Line 612 at Junctions ...................... 257
Table 5-30: Lane End Arrows Spacing ........................................................................................ 274
Table 5-31: Longitudinal Pavement Marking Requirements Summary ........................................ 285
Table 5-32 : Longitudinal Pavement Marking Requirements Summary only for maintenance
purposes of existing markings ..................................................................................................... 287
Table 5-33: Suggested Maximum Spacing for Highway Delineators on Bends ........................... 301
Table 6-34: Criteria for Constructing School (Zebra) Crossing Outside School Zone .................. 318
TOC Page xii FIRST EDITION – DECEMBER 2016

GLOSSARY
Specialized terms, abbreviations and acronyms frequently used in this manual are listed and
defined below. Where a term, abbreviation or acronym is defined in another Department of
Transport Manual, that definition is applied to this manual by reference.
Note that items followed by an asterisk (*) are covered in the TSESM document.
Accessible Pedestrian Signal*: A device that communicates information about pedestrian signal
timing in non-visual format such as audible tones, speech messages, and/or vibrating surfaces.
Active Grade Crossing Warning System: The flashing-light signals, with or without warning
op V1
gates, together with the necessary control equipment used to inform road users of the approach or
presence of rail traffic at grade crossings. Addressed both in the TSESM and in this MUTCD.
Active Traffic Management*: A collection of electronic traffic control displays and electronic
C -
signage enabling adjustment of speed limits along a section of roadway in response to
y
C
downstream (see definition below) traffic conditions, dynamic closure of traffic lanes due to a lane
blockage (due to accidents or unscheduled emergency roadworks), advance warning of traffic
queues, adverse weather and visibility conditions, and incidents. Active Traffic Management is
C
typically operated in a coordinated, integrated fashion using a set of response strategies matched
to specific road conditions.
Q
Actuation*: Initiation of a change in or extension of a traffic signal phase through the operation of
any type of detector.
Advisory Speed: A recommended speed for all vehicles operating on a section of road and based
on the road design, operating characteristics, and conditions.
Alley: A street or road intended to provide access to the rear or side of lots or buildings in urban
areas and not intended for the purpose of through vehicular traffic.
Approach: All lanes of traffic moving toward an intersection or a midblock location from one
direction, including any adjacent parking lane(s).
Arterial Road (Street): A general term denoting a road primarily used by through traffic, usually on
a continuous route or a road designated as part of an arterial system.
Average Day: A day representing traffic volumes normally and repeatedly found at a location,
typically a weekday when volumes are influenced by employment or a weekend day when volumes
are influenced by entertainment or recreation.
Barrier-Separated Lane: A preferential lane or other special purpose lane that is separated from
the adjacent general-purpose lane(s) by a physical barrier.
Beacon: A road traffic signal with one or more signal sections that operates in a flashing mode.
Bicycle: A pedal-powered vehicle upon which the human operator sits.
Glossary Page xiii FIRST EDITION – DECEMBER 2016

Bicycle Facilities: A general term denoting improvements and provisions that accommodate or
encourage bicycling, including parking and storage facilities, and shared roadways not specifically
defined for bicycle use.
Bicycle Lane: A portion of a roadway that has been designated for preferential or exclusive use by
bicyclists by pavement markings and, if used, signs.
Bikeway: A generic term for any road, street, path, or way that in some manner is specifically
designated for bicycle travel, regardless of whether such facilities are designated for the exclusive
use of bicycles or are to be shared with other transportation modes.
Carriageway: Refers to the configuration of a road. A single-carriageway road involves a single
op V1
roadway which either carries a single direction of traffic (typically found in urban areas) or two
directions of traffic, with each direction separated by specific longitudinal markings in the middle
section of the roadway. A single –carriageway road may have one or more lanes of traffic in each
direction, and may contain specific left turn lanes at intersections, or a two-way left turn lane, again
C -
channelized using pavement markings. A dual–carriageway road involves two sets of paved
y
C
roadways, each serving traffic travelling in the opposite direction of the other, separated by a
physical barrier (i.e., a median or concrete barrier).
C
Centre Line Markings: The white pavement marking line(s) that delineates the separation of
traffic lanes that have opposite directions of travel on a single-carriageway road. These markings
Q
need not be at the geometrical centre of the pavement.
Changeable Message Sign*: A sign that is capable of displaying more than one message (one of
which might be a “blank” display), changeable manually, by remote control, or by automatic
control. Electronic-display changeable message signs are referred to as Dynamic Message Signs
in the Abu Dhabi DMAT’s Intelligent Transportation Systems (ITS) Architecture and are referred to
as Variable Message Signs in the U.S. National Electrical Manufacturers Association (NEMA)
standards publication.
Channelizing Line Markings: A wide or double solid white line used to form islands where traffic
in the same direction of travel is permitted on both sides of the island.
Clear Zone: The total roadside border area, starting at the edge of the travelled way, that is
available for an errant driver to stop or regain control of a vehicle. This area might consist of a
shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear run-out
area at its toe.
Constant Warning Time Detection: A means of detecting rail traffic that provides relatively
uniform warning time for the approach of trains or light rail transit traffic that are not accelerating or
decelerating after being detected.
Contiguous Lane: A lane, preferential or otherwise, that is separated from the adjacent lane(s)
only by a normal or wide lane line marking.
Crashworthy: A characteristic of a roadside appurtenance that has been successfully crash tested
in accordance with a national standard such as the U.S. National Cooperative Highway Research
Program Report 350, “Recommended Procedures for the Safety Performance Evaluation of
Highway Features.”
Glossary Page xiv FIRST EDITION – DECEMBER 2016

Crosswalk: (A) that part of a roadway at an intersection included within the connections of the
lateral lines of the sidewalks on opposite sides of the road measured from the curbs or in the
absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on
one side of the roadway, the part of a roadway included within the extension of the lateral lines of
the sidewalk at right angles to the centre line; (B) any portion of a roadway at an intersection or
elsewhere distinctly indicated as a pedestrian crossing by pavement marking lines on the surface,
which might be supplemented by contrasting pavement texture, style, or colour. A crosswalk
across a channelized right turn movement (separated from the rest of an intersection by a traffic
island), as well as a mid-block crosswalk, when accompanied by traffic signals or flashers, is also
known as a Zebra Crossing.
op V1
Crosswalk Lines: White pavement marking lines that identify a crosswalk at an intersection. A
“Zebra Crossing” will typically utilize different pavement markings to define the crosswalk.
Delineator: A retroreflective device mounted on the roadway surface or at the side of the roadway
in a series to indicate the alignment of the roadway, especially at night or in adverse weather.
C -
y
C
Design Vehicle: The longest vehicle permitted by statute of the road authority (State or other) on
that roadway.
C
Designated Bicycle Route: A system of bikeways designated by the jurisdiction having authority
with appropriate directional and informational route signs, with or without specific bicycle route
Q
numbers.
Detectable*: Having a continuous edge within 6 inches of the surface so that pedestrians who
have visual disabilities can sense its presence and receive usable guidance information.
Detector*: A device used for determining the presence or passage of vehicles or pedestrians.
Downstream: A term that refers to a location that is encountered by traffic subsequent to an

upstream location as it flows in an “upstream to downstream” direction. For example, “the
downstream end of a lane line separating the turn lane from a through lane on the approach to an
intersection” is the end of the lane line that is closest to the intersection.
Dropped Lane: A through lane that becomes a mandatory turn lane on a conventional roadway, or
a through lane that becomes a mandatory exit lane on a freeway or expressway. The end of an
acceleration lane and reductions in the number of through lanes that do not involve a mandatory
turn or exit are not considered dropped lanes.
Dynamic Exit Gate Operating Mode: A mode of operation where the exit gate operation is based
on the presence of vehicles within the minimum track clearance distance.
Edge Line Markings: White pavement marking lines that delineate the right or left edge(s) of a
travelled way.
End-of-Roadway Marker: A device used to warn and alert road users of the end of a roadway in
other than temporary traffic control zones.
Engineering Judgment: The evaluation of available pertinent information, and the application of
appropriate principles, provisions, and practices as contained in this Manual and other sources, for
the purpose of deciding upon the applicability, design, operation, or installation of a traffic control
Glossary Page xv FIRST EDITION – DECEMBER 2016

device. Engineering judgment shall be exercised by an engineer, or by an individual working under

the supervision of an engineer, through the application of procedures and criteria established by
the engineer. Documentation of engineering judgment is not required.
Engineering Study: The comprehensive analysis and evaluation of available pertinent

information, and the application of appropriate principles, provisions, and practices as contained in
this Manual and other sources, for the purpose of deciding upon the applicability, design,
operation, or installation of a traffic control device. An engineering study shall be performed by an
engineer, or by an individual working under the supervision of an engineer, through the application
of procedures and criteria established by the engineer. An engineering study shall be documented.
Entrance Gate: An automatic gate that can be lowered across the lanes approaching a grade
op V1
crossing to block road users from entering the grade crossing.
Exit Gate: An automatic gate that can be lowered across the lanes departing a grade crossing to
block road users from entering the grade crossing by driving in the opposing traffic lanes.
C -
y
Exit Gate Clearance Time: For Four-Quadrant Gate systems at grade crossings, the amount of
C
time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to
descend.
C
Exit Gate Operating Mode: For Four-Quadrant Gate systems at grade crossings, the mode of
control used to govern the operation of the exit gate arms.
Q
Expressway: A dual-carriageway road with partial control of access.
Flagger: A person who actively controls the flow of vehicular traffic into and/or through a
temporary traffic control zone using hand-signalling devices or an Automated Flagger Assistance
Device (AFAD).
Flasher*: A device used to turn road traffic signal indications on and off at a repetitive rate of
approximately once per second.
Flashing*: An operation in which a light source, such as a traffic signal indication, is turned on and
off repetitively.
Flashing-Light Signals*: A warning device consisting of two red signal indications arranged
horizontally that are activated to flash alternately when rail traffic is approaching or present at a
grade crossing.
Freeway: A dual-carriageway road with full control of access. May also be called a Motorway.
Gate: An automatically-operated or manually-operated traffic control device that is used to

physically obstruct road users such that they are discouraged from proceeding past a particular
point on a roadway or pathway, or such that they are discouraged from entering a particular grade
crossing, ramp, lane, roadway, or facility.
Grade Crossing: The general area where a road and a railroad and/or light rail transit route cross
at the same level, within which are included the tracks, road, and traffic control devices for traffic
traversing that area.
Glossary Page xvi FIRST EDITION – DECEMBER 2016

Guide Sign: A sign that shows route designations, destinations, directions, distances, services,
points of interest, or other geographical, recreational, or cultural information.
High-Occupancy Vehicle (HOV): A motor vehicle carrying at least two or more persons, including
carpools, vanpools, and buses.
HOV Lane: Any preferential lane designated for exclusive use by high-occupancy vehicles for all
or part of a day—including a designated lane on a freeway, other highway, street, or independent
roadway on a separate right-of-way.
Inherently Low Emission Vehicle (ILEV): Any kind of vehicle that, because of inherent properties
of the fuel system design, will not have significant evaporative emissions, even if its evaporative
op V1
emission control system has failed.
Interchange: A system of interconnecting roadways providing for traffic movement between two or
more freeways, expressways, or other roads that do not intersect at grade.
C -
y
Intermediate Interchange: An interchange with an urban or rural route that is not a major or minor
C
interchange as defined in this Section.
Intersection: Intersection is defined as follows:

C
1. The area embraced within the prolongation or connection of the lateral curb lines, or if
Q
none, the lateral outer boundary lines of the two roads that join one another at, or
approximately at, right angles, or the area within which vehicles travelling on different roads
that join at any other angle might come into conflict.
2. The junction of an alley or driveway with a road shall not constitute an intersection, unless
the road at said junction is controlled by a traffic control device.
3. If a road includes dual carriageways, each of which are 10 m or more apart (see definition
of Median), then every crossing of each roadway of such a dual-carriageway road by an
intersecting road shall be a separate intersection.
4. If both intersecting highways include dual carriageway roads whereas each roadway is 10
m or more apart, then every crossing of any two roadways of such roads shall be a
separate intersection.
5. At a location controlled by a traffic control signal, regardless of the distance between the
separate intersections as defined in (c) and (d) above:
a. If a stop line, yield line, or crosswalk has not been designated on the roadway
(within the median) between the separate intersections, the two intersections and
the roadway (median) between them shall be considered as one intersection;
b. Where a stop line, yield line, or crosswalk is designated on the roadway on the
intersection approach, the area within the crosswalk and/or beyond the designated
stop line or yield line shall be part of the intersection; and
c. Where a crosswalk is designated on a roadway on the departure from the
intersection, the intersection shall include the area extending to the far side of such
crosswalk.
Island: A defined area between traffic lanes for control of vehicular movements, for toll collection,
or for pedestrian refuge. It includes all end protection and approach treatments. Within an
intersection area, a median or an outer separation is considered to be an island.
Glossary Page xvii FIRST EDITION – DECEMBER 2016

Lane Drop: See Dropped Lane.
Lane Line Markings: White pavement marking lines that delineate the separation of traffic lanes
that have the same direction of travel on a roadway.
Legend: See Sign Legend.
Light Rail Transit Traffic (Light Rail Transit Equipment): Every device in, upon, or by which any
person or property can be transported on light rail transit tracks, including single-unit light rail
transit cars (such as streetcars and trolleys) and assemblies of multiple light rail transit cars
coupled together.
op V1
Locomotive Horn: An air horn, steam whistle, or similar audible warning device mounted on a rail
locomotive or control cab car. The terms “locomotive horn,” “train whistle,” “locomotive whistle,”
and “train horn” are used interchangeably in the railroad industry.
Logo: A distinctive emblem or trademark that identifies a commercial business and/or the product
C -
y
or service offered by the business.
C
Longitudinal Markings: Pavement markings that are generally placed parallel and adjacent to the
flow of traffic such as lane lines, centre lines, edge lines, channelizing lines, and others.
C
Major Interchange: An interchange with another freeway or expressway, or an interchange with a
Q
high-volume multi-lane highway, principal urban arterial, or major rural route where the
interchanging traffic is heavy or includes many road users unfamiliar with the area.
Major Street: The street normally carrying the higher volume of vehicular traffic.
Managed Lane: A road lane or set of lanes, or a road facility, typically a freeway, for which
variable operational strategies such as direction of travel, tolling (see Open Road Tolling below),
pricing (see Congestion Pricing), and/or vehicle type or occupancy requirements are implemented
and managed in real-time in response to changing conditions. Managed lanes are typically buffer-
or barrier-separated lanes parallel to the general-purpose lanes of a road in which access is
restricted to designated locations. There are also some roads for which all lanes may be
considered as managed.
Median: The area between the two carriageways of a dual-carriageway road, measured from edge
of travelled way to edge of travelled way. The median excludes turn lanes. The median width might
be different between intersections, interchanges, and at opposite approaches of the same
intersection.
Minimum Track Clearance Distance: For standard two-quadrant warning devices, the minimum
track clearance distance is the length along a road at one or more railroad or light rail transit
tracks, measured from the road stop line, warning device, or 4 m perpendicular to the track centre
line, to 2 m beyond the track(s) measured perpendicular to the far rail, along the centre line or
edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate
systems, the minimum track clearance distance is the length along a road at one or more railroad
or light rail transit tracks, measured either from the road stop line or entrance warning device, to
the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit
gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is
Glossary Page xviii FIRST EDITION – DECEMBER 2016

measured either along the centre line or edge line of the highway, as appropriate, to obtain the
longer distance.
Minimum Warning Time: The least amount of time active warning devices shall operate prior to
the arrival of rail traffic at a grade crossing.
Minor Interchange: An interchange where traffic is local and very light, such as interchanges with
land service access roads. Where the sum of the exit volumes is estimated to be lower than 100
vehicles per day in the design year, the interchange is classified as local.
Minor Street: The street normally carrying the lower volume of vehicular traffic.
op V1
Multi-Lane: More than one lane moving in the same direction. A multi-lane street, highway, or
roadway has a basic cross-section comprised of two or more through lanes in one or both
directions. A multi-lane approach has two or more lanes moving toward the intersection, including
turning lanes.
C -
y
Neutral Area: The paved area between the channelizing lines separating an entrance or exit ramp
C
or a channelized turn lane or channelized entering lane from the adjacent through lane(s).
Object Marker: A device used to mark obstructions within or adjacent to the roadway.
C
Occupancy Requirement: Any restriction that regulates the use of a facility or one or more lanes
Q
of a facility for any period of the day based on a specified number of persons in a vehicle.
Occupant: A person driving or riding in a car, truck, bus, or other vehicle.
Opposing Traffic: Vehicles that are travelling in the opposite direction. At an intersection, vehicles
entering from an approach that is approximately straight ahead would be considered to be
opposing traffic, but vehicles entering from approaches on the left or right would not be considered
to be opposing traffic.
Overhead Sign: A sign that is placed such that a portion or the entirety of the sign or its support is
directly above the roadway or shoulder such that vehicles travel below it. Typical installations
include signs placed on cantilever arms that extend over the roadway or shoulder, on sign support
structures that span the entire width of the pavement, on mast arms or span wires that also
support traffic control signals, and on road bridges that cross over the roadway.
Parking Area: A parking lot or parking garage that is separated from a roadway. Parallel or angle
parking spaces along a roadway are not considered a parking area.
Passive Grade Crossing: A grade crossing where none of the automatic traffic control devices
associated with an Active Grade Crossing Warning System are present and at which the traffic
control devices consist entirely of signs and/or markings.
Pathway: A general term denoting a public way for purposes of travel by authorized users outside
the travelled way and physically separated from the roadway by an open space or barrier and
either within the road right-of-way or within an independent alignment. Pathways include shared-
use paths, but do not include sidewalks.
Glossary Page xix FIRST EDITION – DECEMBER 2016

Pathway Grade Crossing: The general area where a pathway and railroad or light rail transit
tracks cross at the same level, within which are included the tracks, pathway, and traffic control
devices for pathway traffic traversing that area.
Paved: A bituminous surface treatment, mixed bituminous concrete, or Portland cement concrete
roadway surface that has both a structural (weight bearing) and a sealing purpose for the roadway.
Pedestrian: A person on foot, in a wheelchair, on skates, or on a skateboard.
Pedestrian Clearance Time: The time provided for a pedestrian crossing in a crosswalk, after
leaving the curb or shoulder, to travel to the far side of the travelled way or to a median.
op V1
Pedestrian Facilities: A general term denoting improvements and provisions made to
accommodate or encourage walking.
Pictograph: A pictorial representation used to identify a governmental jurisdiction, an area of

jurisdiction, a governmental agency, a military base or branch of service, a governmental-approved
C -
y
university or college, a toll payment system, or a government-approved institution.
C
Plaque: A traffic control device intended to communicate specific information to road users
through a word, symbol, or arrow legend that is placed immediately adjacent to a sign to
C
supplement the message on the sign. The difference between a plaque and a sign is that a plaque
cannot be used alone. The designation for a plaque includes a “P” suffix.
Q
Post-Mounted Sign: A sign that is placed to the side of the roadway such that no portion of the
sign or its support is directly above the roadway or shoulder.
Posted Speed Limit: A speed limit determined by law or regulation and displayed on Speed Limit
signs.
Preferential Lane: A road lane reserved for the exclusive use of one or more specific types of
vehicles or vehicles with at least a specific number of occupants.
Principal Legend: Place names, street names, and route numbers placed on guide signs.
Priority Control: A means by which the assignment of right-of-way is obtained or modified.
Private Road: Roads that are privately owned and operated, and not open to the public without
express permission of the owner. These may include roads within private gated properties (except
for toll roads) where access is restricted at all times, parking areas, driving aisles within parking
areas, and private grade crossings.
Public Road: Any road, street, or similar facility under the jurisdiction of and maintained by a
public agency and open to public travel.
Pushbutton*: A button to activate a device or signal timing for pedestrians, bicyclists, or other
road users.
Rail Traffic: Every device in, upon, or by which any person or property can be transported on rails
or tracks and to which all other traffic must yield the right-of-way by law at grade crossings,
including trains, one or more locomotives coupled (with or without cars), other railroad equipment,
and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit operating
Glossary Page xx FIRST EDITION – DECEMBER 2016

in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a
vehicle and is not considered to be rail traffic.
Raised Pavement Marker: A device mounted on or in a road surface that has a height generally
not exceeding approximately 1 inch above the road surface for a permanent marker, or not
exceeding approximately 2 inches above the road surface for a temporary flexible marker, and that
is intended to be used as a positioning guide and/or to supplement or substitute for pavement
markings.
Regulatory Sign: A sign that gives notice to road users of traffic laws or regulations.
Retroreflectivity: A property of a surface that allows a large portion of the light coming from a
op V1
point source to be returned directly back to a point near its origin.
Right-of-Way (Assignment)*: The permitting of vehicles and/or pedestrians to proceed in a lawful

manner in preference to other vehicles or pedestrians by the display of a sign or signal indications.
C -
y
Road: A general term for denoting a public way for purposes of vehicular travel, including the
C
entire area within the right-of-way, that is improved, designed, or ordinarily used for vehicular travel
and parking lanes, but exclusive of the sidewalk, berm, or shoulder even though such sidewalk,
C
berm, or shoulder is used by persons riding bicycles or other human-powered vehicles. A road
may be classified as single-carriageway or dual-carriageway (see Carriageway definition above).
Q
Road-Light Rail Transit Grade Crossing: The general area where a road and a light rail transit
route cross at the same level, within which are included the light rail transit tracks, highway, and
traffic control devices for traffic traversing that area.
Road-Rail Grade Crossing: The general area where a road and a railroad cross at the same
level, within which are included the railroad tracks, highway, and traffic control devices for road
traffic traversing that area.
Road Traffic Signal*: A power-operated traffic control device by which traffic is warned or directed
to take some specific action. These devices do not include power-operated signs, steadily-
illuminated pavement markers, warning lights, or steady burning electric lamps.
Road User: A vehicle operator, bicyclist, or pedestrian, including persons with disabilities, within
the road or on a private road open to public travel.
Road Network: A geographical arrangement of intersecting roads.
Roadway: Denotes the physical road, see also Carriageway.
Roundabout: A circular intersection with yield control at entry, which permits a vehicle on the
circulatory roadway to proceed, and with deflection of the approaching vehicle counter-clockwise
around a central island.
Rumble Strip: A series of intermittent, narrow, transverse areas of rough-textured, slightly raised,
or depressed road surface that extend across the travel lane to alert road users to unusual traffic
conditions or are located along the shoulder, along the roadway centre line, or within islands
formed by pavement markings to alert road users that they are leaving the travel lanes.
Glossary Page xxi FIRST EDITION – DECEMBER 2016

Rural Road: A type of roadway normally characterized by lower volumes, higher speeds, fewer
turning conflicts, and less conflict with pedestrians.
Safe-Positioned: The positioning of emergency vehicles at an incident in a manner that attempts

to protect both the responders performing their duties and road users travelling through the
incident scene, while minimizing, to the extent practical, disruption of the adjacent traffic flow.
School: A public or private educational institution recognized by the state education authority for
one or more grades K through 12 or as otherwise defined by the State.
School Zone: A designated roadway segment approaching, adjacent to, and beyond school
buildings or grounds, or along which school related activities occur.
op V1
Shared-Use Path: A bikeway outside the travelled way and physically separated from motorized
vehicular traffic by an open space or barrier and either within the road right-of-way or within an
independent alignment. Shared-use paths are also used by pedestrians (including skaters, users
C -
of manual and motorized wheelchairs, and joggers) and other authorized motorized and non-
y
motorized users.
C
Sidewalk: That portion of a street between the curb line, or the lateral line of a roadway, and the
C
adjacent property line or on easements of private property that is paved or improved and intended
for use by pedestrians.
Q
Sign: Any traffic control device that is intended to communicate specific information to road users
through a word, symbol, and/or arrow legend. Signs do not include road traffic signals, pavement
markings, delineators, or channelization devices.
Sign Assembly: A group of signs, located on the same support(s), that supplement one another in
conveying information to road users.
Sign Illumination: Either internal or external lighting that shows similar colour by day or night.
Street or road lighting shall not be considered as meeting this definition.
Sign Legend: All word messages, logos, pictographs, and symbol and arrow designs that are
intended to convey specific meanings. The border, if any, on a sign is not considered to be a part
of the legend.
Sign Panel: A separate panel or piece of material containing a word, symbol, and/or arrow legend
that is affixed to the face of a sign.
Signal Backplate*: A thin strip of material that extends outward from and parallel to a signal face
on all sides of a signal housing to provide a background for improved visibility of the signal
indications.
Signal Coordination*: The establishment of timed relationships between adjacent traffic control
signals.
Signal Face*: An assembly of one or more signal sections that is provided for controlling one or
more traffic movements on a single approach.
Signal Head*: An assembly of one or more signal faces that is provided for controlling traffic
movements on one or more approaches.
Glossary Page xxii FIRST EDITION – DECEMBER 2016

Signal Housing*: That part of a signal section that protects the light source and other required
components.
Signal Phase*: The right-of-way, yellow change, and red clearance intervals in a cycle that are
assigned to an independent traffic movement or combination of movements.
Signal Timing*: The amount of time allocated for the display of a signal indication.
Signing: Individual signs or a group of signs, not necessarily on the same support(s), that
supplement one another in conveying information to road users.
Speed: Speed is defined based on the following classifications:
op V1
1. Average Speed: The summation of the instantaneous or spot-measured speeds at a
specific location of vehicles divided by the number of vehicles observed.
2. Design Speed: A selected speed used to determine the various geometric design features
of a roadway.
C -
y
3. 85th-Percentile Speed: The speed at or below which 85 percent of the motor vehicles
travel.
C
4. Operating Speed: A speed at which a typical vehicle or the overall traffic operates.
C
Operating speed might be defined with speed values such as the average, pace, or 85th-
percentile speeds.
5. Pace: The 10 km/h speed range representing the speeds of the largest percentage of
Q
vehicles in the traffic stream.
Speed Limit: The maximum (or minimum) speed applicable to a section of road as established by
law or regulation.
Speed Zone: A section of road with a speed limit that is established by law or regulation.
Splitter Island: A median island used to separate opposing directions of traffic entering and
exiting a roundabout.
Stop Beacon*: A beacon used to supplement a STOP sign, a DO NOT ENTER sign, or a
WRONG WAY sign.
Stop Line: A solid white pavement marking line extending across approach lanes to indicate the
point at which a stop is intended or required to be made.
Street: See Road.
Supplemental Signal Face*: A signal face that is not a primary signal face but which is provided
for a given approach or separate turning movement to enhance visibility or conspicuity.
Symbol: The approved design of a pictorial representation of a specific traffic control message for
signs, pavement markings, traffic control signals, or other traffic control devices, as shown in the
MUTCD.
Temporary Traffic Control Signal*: A traffic control signal that is installed for a limited time
period.
Glossary Page xxiii FIRST EDITION – DECEMBER 2016

Temporary Traffic Control Zone: An area of a road where road user conditions are changed
because of a work zone or incident by the use of temporary traffic control devices, flaggers,
uniformed law enforcement officers, or other authorized personnel.
Theoretical Gore: A longitudinal point at the upstream end of a neutral area at an exit ramp or
channelized turn lane where the channelizing lines that separate the ramp or channelized turn lane
from the adjacent through lane(s) begin to diverge, or a longitudinal point at the downstream end of
a neutral area at an entrance ramp or channelized entering lane where the channelizing lines that
separate the ramp or channelized entering lane from the adjacent through lane(s) intersect each
other.
Timed Exit Gate Operating Mode*: A mode of operation where the exit gate descent at a grade
op V1
crossing is based on a predetermined time interval.
Toll Gate, Toll Gantry, or Toll Point: Location, usually involving an overhead structure, by which
a toll or fee is electronically collected from vehicles or where vehicle identification information is
C -
obtained in order to process a toll, fee, payment, or fine for the use of a particular road facility or
y
C
when entering a particular geographic zone. See also Congestion Pricing, Managed Lanes and
Toll Road.
C
Toll Road: Denotes a specific road which requires its users to pay a toll or fee in order to use it,
typically through electronic payment collection means using toll gates/toll gantries/toll points as
Q
described above.
Traffic: Pedestrians, bicyclists, ridden or herded animals, vehicles, streetcars, and other
conveyances either singularly or together while using for purposes of travel any road or private
road open to public travel.
Traffic Control Device: A sign, signal, marking, or other device used to regulate, warn, or guide
traffic, placed on, over, or adjacent to a street, highway, private road open to public travel,
pedestrian facility, or shared-use path by authority of a public agency or official having jurisdiction,
or, in the case of a private road open to public travel, by authority of the private owner or private
official having jurisdiction.
Traffic Control Signal (Traffic Signal)*: Any road traffic signal by which traffic is alternately
directed to stop and permitted to proceed.
Train: One or more locomotives coupled, with or without cars, that operates on rails or tracks and
to which all other traffic must yield the right-of-way by law at highway-rail grade crossings.
Transverse Markings: Pavement markings that are generally placed perpendicular and across
the flow of traffic such as shoulder markings; word, symbol, and arrow markings; stop lines;
crosswalk lines; speed measurement markings; parking space markings; and others.
Travelled Way: The portion of the roadway for the movement of vehicles, exclusive of the
shoulders, berms, sidewalks, and parking lanes.
Upstream: A term that refers to a location that is encountered by traffic prior to a downstream
location as it flows in an “upstream to downstream” direction. For example, “the upstream end of a
lane line separating the turn lane from a through lane on the approach to an intersection” is the
end of the line that is furthest from the intersection.
Glossary Page xxiv FIRST EDITION – DECEMBER 2016

Urban Street: A type of street normally characterized by relatively low speeds, wide ranges of
traffic volumes, narrower lanes, frequent intersections and driveways, significant pedestrian traffic,
and more businesses and houses.
Vehicle: Every device in, upon, or by which any person or property can be transported or drawn
upon a highway, except trains and light rail transit operating in exclusive or semi-exclusive
alignments. Light rail transit equipment operating in a mixed-use alignment, to which other traffic is
not required to yield the right-of-way by law, is a vehicle.
Visibility-Limited Signal Face or Visibility-Limited Signal Section*: A type of signal face or

signal section designed (or shielded, hooded, or louvered) to restrict the visibility of a signal
indication from the side, to a certain lane or lanes, or to a certain distance from the stop line.
op V1
Walk Interval*: An interval during which the WALKING PERSON (symbolizing WALK) signal
indication is displayed.
C -
Warning Beacon*: A beacon used only to supplement an appropriate warning or regulatory sign
y
or marker.
C
Warning Light*: A portable, powered, yellow, lens-directed, enclosed light that is used in a
C
temporary traffic control zone in either a steady burn or a flashing mode.
Warning Sign: A sign that gives notice to road users of a situation that might not be readily
Q
apparent.
Warrant: A warrant describes a threshold condition based upon average or normal conditions that,
if found to be satisfied as part of an engineering study, shall result in analysis of other traffic
conditions or factors to determine whether a traffic control device or other improvement is justified.
Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular
traffic control device is met is not conclusive justification for the installation of the device. Note:
Traffic signal warrants are addressed in the TSESM document.
Wayside Horn System: A stationary horn (or series of horns) located at a grade crossing that is
used in conjunction with train-activated or light rail transit-activated warning systems to provide
audible warning of approaching rail traffic to road users on the road or pathway approaches to a
grade crossing, either as a supplement or alternative to the sounding of a locomotive horn.
Worker: A person on foot whose duties place him or her within the right-of-way of a street,
highway, or pathway, such as street, highway, or pathway construction and maintenance forces,
survey crews, utility crews, responders to incidents within the street, highway, or pathway right-of-
way, and law enforcement personnel when directing traffic, investigating crashes, and handling
lane closures, obstructed roadways, and disasters within the right-of-way of a street, highway, or
pathway.
Yield Line: A row of solid white isosceles triangles pointing toward approaching vehicles extending
across approach lanes to indicate the point at which the yield is intended or required to be made.
Glossary Page xxv FIRST EDITION – DECEMBER 2016

ABBREVIATIONS AND ACRONYMS

The following acronyms and abbreviations, when used in this manual, shall have the following
meanings. Note that acronyms followed by an asterisk are discussed in the Abu Dhabi Traffic
Signals and Electronic Information and Warning Systems Manual.
AADT: annual average daily traffic
AASHTO: American Association of State Road and Transportation Officials
AD: Abu Dhabi (used typically in conjunction with AD-route, the intra-Emirate route numbering
scheme within the Emirate)
op V1
ADT: average daily traffic
AFAD: Automated Flagger Assistance Device
C -
y
ANSI: American National Standards Institute
C
CEN: European Committee for Standardization
C
cm: centimetres
dBA: A-weighted decibels

Q
DMAT: Abu Dhabi Department of Municipal Affairs and Transport
DMS: dynamic message sign
DoT: Abu Dhabi Department of Transport
EPA: Environmental Protection Agency
ETC: electronic toll collection
EV: electric vehicle
FHWA: U.S. Federal Highway Administration
GCC: Gulf Coordination Council
HOV: high-occupancy vehicle
ILEV: inherently low emission vehicle
ISEA: International Safety Equipment Association
ISO: International Standards Organization
ITE: Institute of Transportation Engineers
ITS: intelligent transportation systems
km: kilometre(s)
Abbreviations and Acronyms Page xxvi FIRST EDITION – DECEMBER 2016

km/h or kph: kilometres per hour
KSA: Kingdom of Saudi Arabia
LED: light emitting diode
LP: liquid petroleum
m: meter(s)
mm: millimetre(s)
MoI: UAE Ministry of the Interior
op V1
MoPW: UAE Ministry of Public Works (Ashghal)
MUTCD: Manual on Uniform Traffic Control Devices
C -
NCHRP: U.S. National Cooperative Road Research Program
y
C
NTA: National Transport Authority of the UAE
C
PDMS: portable dynamic message sign
PRT: perception-response time

Q
RPM: raised pavement marker
RRPM: raised retroreflective pavement marker
RTA: Dubai Roads and Transport Authority
RV: recreational vehicle
TDD: telecommunication devices for the deaf
TRB: U.S. Transportation Research Board
TTC: temporary traffic control
UAE: United Arab Emirates
U.S.: United States
USDOT: United States Department of Transportation
VC: Vehicle Code
VPH or vph: vehicles per hour
Abbreviations and Acronyms Page xxvii FIRST EDITION – DECEMBER 2016

1 INTRODUCTION
1.1 Overview
In 2010, the Abu Dhabi Department of Transport commenced with the “Unifying and Standardizing
of Road Engineering Practices” Project. The objective of the project was to enhance the
management, planning, design, construction, maintenance and operation of all roads and related
infrastructures in the Emirate and ensure a safe and uniform operational and structural capacity
throughout the road network.
op V1
To achieve this objective a set of standards, specifications, guidelines and manuals were
developed in consultation with all relevant authorities in the Abu Dhabi Emirate including internally
within the Department of Municipal Affairs and Transport (DMAT) and externally with Urban
Planning Council (UPC). In future, all authorities or agencies involved in roads and road
C -
infrastructures in the Emirate shall exercise their functions and responsibilities in accordance with
y
C
these documents. The purpose, scope and applicability of each document are clearly indicated in
each document.
C
It is recognized that there are already published documents with similar objectives and contents
prepared by other authorities. Such related publications are mentioned in each new document and
are being superseded by the publication of the new document, except in cases where previously
Q
published documents are recognized and referenced in the new document.
1.2 Purpose and Scope

The Abu Dhabi Manual on Uniform Traffic Control Devices (MUTCD) will provide the minimum
requirements to assure that all road and street signing in the Emirate presents clear and concise
regulatory, warning, and guidance information for both residents and visitors, and promotes and
enhances travel safety. The targeted audiences of the devices presented in the manual are road
and street users, whether they are vehicle operators, pedestrians, or cyclists using the facilities.
The Manual will be a basic reference for all Abu Dhabi Department of Municipal Affairs and
Transport (DMAT) engineering staff including the staffs of all Municipalities within the Emirate. In
addition, the document is to serve as a reference for all private road development activities, so as
to assure consistency of basic roadway information regardless of facility.
While there has been a good deal of work in developing traffic control manuals in the UAE (e.g.,
Abu Dhabi Municipality, Dubai RTA, GCC), this MUTCD was not merely a compilation of existing
practices. Emerging operational strategies including electronic real-time sign displays,
development of an Emirate-wide routing scheme, and international efforts to improve human
factors characteristics of signs (text size, graphics, layout) were all considered for this “next
generation” traffic control and guidance in the Emirate.
1.3 Application of This Manual

Detail on the application of this Manual is presented from Section 1.5 onward, based on
classification of roads, traffic control devices, and agency responsibilities.
01-INTRODUCTION Page 1 FIRST EDITION – DECEMBER 2016

Traffic signals are a key regulatory device for arterial routes in urbanized areas, as are electronic
warning and information systems deployed either permanently or as part of temporary traffic
control activities. These technologies and applications are addressed in a separate Traffic Signal
and Electronic Information and Warning Systems Manual (abbreviated as TSES for the purposes
of this document) published concurrently with this MUTCD.
1.4 Content and Format

The MUTCD content is presented in a paragraph format wherever possible, for readability
purposes, but in a manner that clearly defines the purpose, requirements and guidelines for each
traffic control device, along with specific illustrative examples showing typical applications of these
op V1
devices. Each section of the manual dealing with specific traffic control devices or groups of
devices is structured as follows:
 Description—a definition of the traffic control device and its purpose, referencing sign
group or sign as well as specific code or range of codes (see Section 4.2 below).
 C -
Standard—a statement of required, mandatory, or specifically prohibitive practice
y
C
regarding traffic control device. The verb “shall” is typically used. The verbs “should” and
“may” are not used in Standard statements. Standard statements are sometimes modified
C
by the guidance as presented below. Standard statements shall not be modified or
compromised based on engineering judgment or engineering study.
 Guidance—a statement of recommended, but not mandatory, practice in typical situations,
Q
with deviations allowed if engineering judgment or engineering study indicates the deviation
to be appropriate. The verb “should” is typically used. The verbs “shall” and “may” are not
used in Guidance statements. Guidance statements sometimes contain allowable
modifications to a Standard statement. The verb “may” is typically used.
 Examples—illustrated examples of traffic control device installations in support of the
standards and guidance statements provided.
The Manual is organized into the Chapters and Major Sections shown below:
1. INTRODUCTION. These initial comments plus an overview of the application of this

Manual.
2. DEFINITIONS. Discussion of standard terminology and reference to glossary and
references at the end of the Manual, along with allowable and non-allowable abbreviations
permitted on traffic control devices.
3. GENERAL OVERVIEW OF TRAFFIC CONTROL DEVICES. Introduction to Traffic Control
Device principles, legal framework, basis for design and placement of devices, process for
developing and approving a new traffic control device and updating the Manual.
4. SIGNS. Includes general definition of signs, including purpose, shape, colour and
placement criteria. Divided into the following key sections:
4.1 General Requirements for Signs. Includes definition of sign types, size and
placement criteria, visibility and retroreflection needs, use of English and Arabic
messaging, symbology and installation
4.2 Regulatory Signage, Barricades and Gates. Includes principles, design, size and
application criteria for the various types of regulatory signs, used for control of traffic

flow, vehicle and pedestrian movements, parking, and applications specific to

Freeways, arterials, intersections, heavy vehicles, etc.
4.3 Warning Signs. Includes principles, design, size and application criteria for the
various types of warning signs, used for protecting driver and/or pedestrian safety
by warning of obstacles, changes in horizontal and vertical alignment, geometrics,
travel conditions, conflicting traffic flows, and level crossings (including pedestrian,
rail and other crossings at roadway grade).
4.4 Guide Signage. Includes principles, design, size and application criteria for various
types of guide signs, ranging from route markers and trailblazers to arterial guide
signs to, ultimately, Freeway and expressway guide signage, taking into
op V1
consideration road type, destinations, tourism and wayfinding needs. Use of
markers for kilometre posting along main roads and exit numbering on freeways are
addressed in this section as well.
C -
5. PAVEMENT MARKINGS. Includes principles, design, size, retroreflectivity and application
y
C
criteria for pavement and curb markings, lane and road delineation, intersection and
roundabout markings, symbolic and text markings and applications in advance of junctions
or level crossings, special lane applications (e.g., carpool or toll lanes), use of coloured
C
pavements, raised markings, channelization, rumble strips, and “smart studs” (dynamic,
electronically illuminated pavement markings).
Q
6. SCHOOL ZONE TRAFFIC CONTROL. Includes definition and principles of regulatory and
warning signage applications along with marking requirements in association with reduced-
speed school zones, pedestrian crossings, manual supervision, and enforcement activities.
7. RAIL/BUSWAY GRADE CROSSINGS AND EXCLUSIVE BUS AND CARPOOL
(MANAGED LANES) FACILITIES. Includes principles, design, size, application criteria and
risk mitigation needs for rail at-grade crossings, as well as dedicated public transport and
carpool lane facilities, including advance warning signs, regulatory signs, specific guide
signs, and related pavement markings.
8. TRAFFIC CONTROL FOR BICYCLE FACILITIES. Includes bicycle-oriented signage,
markings, grade crossings, and other traffic control principles oriented specifically to bicycle
lanes and pathways, along with bicycle approaches to at-grade road crossings, as well as
pedestrian facilities.
9. TRAFFIC CONTROL FOR PEDESTRIAN FACILITIES. Includes pedestrian-oriented
signage, markings, grade crossings and other traffic control principles oriented to
pedestrian walkways, approaches to crosswalks, interfaces with bicycle lanes or pathways.
10. TYPICAL APPLICATIONS. Provides examples of traffic control applications for different
types of roads, junctions (grade-separated and at-grade), and roundabouts, incorporating a
combination of regulatory, warning, and guide signage and markings as needed.
Work zone and temporary traffic control devices, policies and procedures are specifically
addressed outside this document, in the Manual entitled “Emirate of Abu Dhabi Work Zone –
Traffic Management Manual 2014” (WZTMM) as produced under the aegis of the Safety & Traffic
Solutions Committee, Abu Dhabi.

1.5 Requirements and Purpose of Traffic Control Devices

The Abu Dhabi Department of Municipal Affairs and Transport (DMAT) has developed this Manual
on Uniform Traffic Control Devices (MUTCD) to establish the basic standards, guidelines, and
principles that dictate the design, application, and maintenance of traffic control devices. These
devices, including traffic signs, pavement markings, and signals, are placed on, over, or adjacent
to a public road and act to regulate, warn, or guide the traffic flow on that facility. In order to fulfil
the duty of promoting safe and efficient vehicular movement, a traffic control device shall meet
these basic requirements:
 The device should fulfil an important need.
 The device should command attention.
op V1
 The device should convey a clear, simple meaning.
 The device should command the respect of motorists.
 The device should be positioned to give sufficient time for proper response.
C -
The basic purpose of traffic control devices is to provide visual information to the motorist. The
y
C
information is conveyed in three ways to the road user:
 As regulations.

C
As warnings.
 As guidance.
Q
Therefore, traffic control devices are commonly categorized into three groups with the following
specific purposes:
 Regulatory devices shall be used to:

- Inform of traffic laws, regulations, and statutes.
- Instruct to take some physical action.
- Prohibit certain vehicular manoeuvres.
- Permit certain vehicular manoeuvres.
- Establish road user right-of-way.
 Warning devices shall be used to:

- Indicate potential hazards.
- Identify major changes in road characteristics.
- Locate physical obstructions.
- Inform of regulatory controls ahead.
- Advise of appropriate actions.
 Guide devices shall be used to:

- Establish route identification.
- Direct motorists to destinations.
- Delineate lane assignments.
- Provide general information to motorists.
The requirements and purposes of traffic control devices can be achieved through the proper
design, application, placement, maintenance, management, and uniformity, as specified in this
manual. The device should be compliant to the requirements and standards as set out in this
document.

In addition to this MUTCD, the DMAT has developed a companion document, the Traffic Signal
and Electronic Warning and Information Systems (TSES) Manual, which addresses traffic signals
and electronic signage and warning devices that complement and incorporate elements of the
MUTCD.
1.6 Standardization of Application

Traffic control devices applied in predictable ways can significantly improve the safety and
operation of roadways. When nonstandard devices are used in nonstandard applications, road
users may tend to disregard and disrespect the intended regulations or warnings. The need to
standardize traffic control devices in the Emirate of Abu Dhabi has heightened due to the following
op V1
factors:
 Road networks are becoming increasingly more complex.

 Traffic speeds and volumes are increasing.
 The number of visitors and, therefore, drivers unfamiliar with the city is increasing.
C -
y
C
In an effort to standardize the application of traffic control devices, the following objectives must be
achieved:
C
 Appropriateness: Where the sign face displays an appropriate relationship to the road
conditions being experienced.
 Uniformity: Where the sign face, colour, legend, symbol, etc., are designed such that the
Q
motorist can reduce reading and comprehension times whereby the time available to take
proper action is maximized.
 Consistency: Where like situations are signed and marked in a consistent or like manner.
 Continuity: Where the message is displayed continuously until the information provided is
no longer relevant to the circumstances or the road conditions.
 Enhancement of Safety: Where the sign and its message enhance or improve the safety of
the road user.
1.7 Approval for Placement

Traffic control devices shall be placed only with the approval of the DMAT or the particular
Municipality which is responsible for ownership, operations, and maintenance of the particular
street or road for the purpose of regulating, warning, and guiding traffic. The use of traffic control
devices in any Municipality or privately owned semi-public area without proper approval by the
owning authority shall not be permitted. When given approval by the owning authority (e.g., DMAT
or the pertinent Municipality) for the erection of specific devices, construction contractors, public
utility companies, and police agencies shall be required to erect construction, maintenance, and
other warning signs, pavement markings, and devices such that they conform to the standards
contained in this manual.
1.8 Excessive Use of Traffic Control Devices

Traffic signs shall be installed using the spacing and utilization criteria as stated in this manual.
Due care shall be taken to limit the number of traffic signs and markings used. Regulatory and
warning signs should be used conservatively as these signs, if used excessively, tend to lose their
effectiveness and road users could disregard their message.

Sign clutter can have the impact of creating additional confusion as opposed to providing the
minimum necessary level of guidance and warning or regulatory information (see Figure 1-1 for an
example). The requirements for sign placement presented in Chapters 3 and 4 of this document
are meant to assure that individual traffic control devices and related displays and messaging are
individually readable.
However, a frequent display of guide signs is recommended to reassure motorists of their location
and route subject to the spacing standards in this manual.
op V1
C -
y
C
C
Figure 1-1: Sign Clutter Example
Q
1.9 Advertising Signing

Any signs or markings placed on the road system not having approval by the DMAT or the
pertinent Municipality shall be removed. Any signs or markings that advertise or promote any form
of private or commercial interest, their products, or services shall be prohibited from the public road
right of way unless specifically authorized.
The jurisdiction of this policy is for all roadways within boundaries owned or operated by the DMAT
or pertinent Municipality or other owning authority.
1.10 Classification
1.10.1 Road Classification
A road classification system that includes a range of road classifications has been developed to
assist in the consistent application of guidance and information signs. The local and regional road
network has been defined by various road classifications, each with a distinct character, purpose,
and level of access control. The road classifications in the Emirate of Abu Dhabi are listed and
described in Table 1-1.
Table 1-1: Roadway Types by Functional Classification

Roadway Type for Design
Roadway Classification
Urban Rural
Primary Freeway/Expressway Freeway/Expressway
Arterial
Arterial (Main Roads)
Secondary - Primary
Frontage Roads
- Secondary

Sector Road
Collector
Local - Primary
Local Access
- Secondary
The Abu Dhabi Urban Street Design Manual presents a classification of urban streets as
Boulevards (three lanes each direction), Avenues (two lanes each direction), Streets (one lane
each direction) and Access Lanes (one lane each direction or shared). Arterial routes correlate to
Boulevards and Avenues, while Primary Sector Roads correspond to Streets and Secondary
Sector Roads correspond to Access Lanes.
In addition, Route Numbering Systems have been developed by the DMAT and are described in
more detail in a companion document, “Route Numbering System for the Abu Dhabi Emirate”
op V1
(RNS manual). These systems are also described in Section 4.4.2 of this MUTCD in terms of
signage requirements.
Either Inter-Emirate (E-route) or Intra-Emirate (AD-route) numberings may be assigned to primary

road classifications depending on the nature and importance of the route to the Emirate’s strategic
C -
road network, the connectivity of the road to other primary roads, the destinations served by the
y
C
road, and the importance of the road in connecting other Emirates as well as international border
crossings.
C
Certain international roads may also be designated as “Mashreq routes” under the United Nations’
Agreement on International Roads in the Arab Mashreq. Such roads will receive M-route
Q
designations alongside either the E-route or AD-route being followed as part of this international
road network.
Secondary routes may also be assigned an AD-route number depending on their connectivity to
other primary and secondary routes as well as their importance in carrying auto, public transport,
and commercial vehicle traffic within a city or between cities and communities within the Emirate.
1.10.2 Traffic Control Device Classification

The traffic control devices included in this manual are traffic signs and pavement markings. Traffic
signals are specifically addressed in the TSES Manual as described above. Signs and markings
are broadly grouped into three major categories:
 Regulatory
 Warning
 Guide
Roadworks devices are a fourth group of signs and markings. This group includes all of the three
major categories of devices. Roadworks devices are addressed as part of the WZTMM Manual as
discussed above. The categories of typical traffic control devices are defined in Figure 1-2 with
subclasses identified for each. As mentioned above, traffic signals are addressed in the TSES
Manual, although other traffic control devices at signalized intersections will be addressed as part
of this MUTCD.
1.11 Scope of Application

The guidance in this manual is to be practiced on all roads contained within the Emirate of Abu
Dhabi. These include roads managed by the DMAT, the Municipality of Abu Dhabi City, Al Ain

Municipality, Al Gharbia Municipality, and other road operational entities or owning authorities as
designated by the DMAT.
1.12 Compliance
All government and private entities in Abu Dhabi responsible for installation, operation and
maintenance of traffic control devices should be in substantial conformance with this document.
op V1
C -
y
C
C
Q

op V1
C -
y
C
C
Q
Figure 1-2: Classification of Traffic Control Devices

2 GENERAL DEFINITIONS
2.1 Overview
Definitions of headings, words, and phrases are provided in this chapter and in the Glossary at the
end of the Manual.
When used in this Manual for each group of type of traffic control device, the text headings of
Description, Standard, Guidance, and Examples shall be defined as follows, consistent with the
content description described in Section 1.4.
op V1
2.1.1 Guide Words
The following qualifying words are found in this manual and are used for consistency and
uniformity relative to the headings above.
C -
y
C
1. Shall. A mandatory condition. Designers are obligated to adhere to the criteria and
applications presented in this context or to perform the evaluation indicated. For the
application of geometric design criteria, this manual limits the use of these words.
C
2. Should, recommend. An advisory condition. Designers are strongly encouraged to follow
the criteria and guidance presented in this context, unless there is reasonable justification
Q
not to do so.
3. May, could, can, suggest, consider. A permissive condition. Designers are allowed to apply
individual judgment and discretion to the criteria when presented in this context. The
decision will be based on a case-by-case assessment.
4. Desirable, preferred. An indication that the designer should make every reasonable effort to
meet the criteria and that the designer should only use a “lesser” design after due
consideration of the “better” design.
5. Ideal. Indicating a standard of perfection (e.g., traffic capacity under “ideal” conditions).
6. Minimum, maximum, upper, lower (limits). Representative of generally accepted limits
within the design community but not necessarily suggesting that these limits are inviolable.
However, where the criteria presented in this context will not be met, the designer will in
many cases need approval.
7. Practical, feasible, cost-effective, reasonable. Advising the designer that the decision to
apply the design criteria should be based on a subjective analysis of the anticipated
benefits and costs associated with the impacts of the decision. No formal analysis (e.g.,
cost-effectiveness analysis) is intended, unless otherwise stated.
8. Possible. Indicating that which can be accomplished.
9. Significant, major. Indicating that the consequences from a given action are obvious to
most observers and, in many cases, can be readily measured.
10. Insignificant, minor. Indicating that the consequences from a given action are relatively
small and not an important factor in the decision-making related to signage or markings.
11. Criteria. A term typically used to apply to design values, usually with no suggestion on the
criticality of the design value. Because of its basically neutral implication, this manual
frequently uses “criteria” to refer to the design values presented.
12. Typical. Indicating a design practice which is most often used in application and which is
likely to be the “best” treatment at a given site.
02-GENERAL DEFINITIONS Page 10 FIRST EDITION – DECEMBER 2016

13. Target. If practical, target criteria is the criteria the designer should be striving to meet.
However, not meeting these criteria will typically not require a justification.
14. Acceptable. Design criteria that do not meet desirable values, but yet is considered to be
reasonable and safe for design purposes.
15. Policy. Indicating a practice which the DMAT generally expects the designer to follow,
unless otherwise justified.
2.1.2 Traffic Control Device Word Glossary, Acronyms, and

Abbreviations
A list of words and phrases used in this manual are defined in the reference glossary at the end of
op V1
this Manual. Note that items followed by an asterisk (*) are covered in the TSES document.
Acronyms and abbreviations used in this Manual are located at the end of this document following
the Glossary. Note that acronyms followed by an asterisk are discussed in the Abu Dhabi Traffic
Signals and Electronic Information and Warning Systems Manual.
C -
y
C
2.2 Abbreviations Used on Traffic Control Devices
2.2.1 Description
C
The following provides a description of the abbreviations that may be displayed on traffic control
Q
devices, following the standards and guidance presented below.
2.2.2 Standards
1. When the word messages shown in Table 2-2 need to be abbreviated in connection with
traffic control devices, the English abbreviations shown in Table 2-2 shall be used.
2. When the English word messages shown in Table 2-3 need to be abbreviated on a portable
dynamic message sign, the abbreviations shown in Table 2-3 shall be used. Unless
indicated by an asterisk, these abbreviations shall only be used on portable dynamic
message signs.
3. The abbreviations shown in (English) shall not be used in connection with traffic control
devices because of their potential to be misinterpreted by road users.
4. Abbreviations in Arabic are not commonly used and shall not be used on traffic control
signs or markings without prior approval from the DMAT.
2.2.3 Guidance
1. The abbreviations for the words listed in Table 2-3 that also show a prompt word should not
be used on a portable dynamic message sign unless the prompt word shown in Table 2-3
either precedes or follows the abbreviation, as applicable.
2. If multiple abbreviations are permitted in Table 2-2 or Table 2-3, the same abbreviation
should be used throughout a single jurisdiction.
3. Except as otherwise provided in Table 2-2 or Table 2-3 or unless necessary to avoid
confusion, periods, commas, apostrophes, question marks, ampersands, and other
punctuation marks or characters that are not letters or numerals should not be used in any
abbreviation. Unacceptable abbreviations are shown in Table 2-4.

2.3 Standards and Manuals References

Numerous sources were referenced during the creation of the Abu Dhabi Manual of Uniform Traffic
Control Devices. These are shown in the Cited and Other References section of this Manual.
Table 2-2: Acceptable Abbreviations
Word Standard Word Standard Word Standard

Message Abbreviation Message Abbreviation Message Abbreviation
Abu Dhabi
Hazardous
Numbered AD HAZMAT Freeway MTRWY
Material
Route
High
Afternoon/
op V1
PM Occupancy HOV Mount MT
Evening
Vehicle
Alternate ALT Hospital HOSP Mountain MTN
Morning AM
C - Hour(s) HR, HRS National NATL
y
C
Bicycle BIKE Information INFO Parkway PKWY*
C
Inherently Low
Bridge BR Emission ILEV Pedestrian PED
Vehicle
Q
CRGWY or
Carriageway International INTL Place PL*
C’WAY
Centre (as
Junction/
part of a place CTR JCT Road RD*
Intersection
name)
Circle CIR* Kilometre(s) km Roundabout R/A
Kilometres Per
Civil Defence CD km/h Saturday SAT
Hour
Compressed
CNG Lane LN Sunday SUN
Natural Gas
Crossing
Liquid Propane
(other than XING LPG Telephone PHONE
Gas
highway-rail)
Drive DR* Maximum MAX Temporary TEMP
Electric
EV Metre(s) M Thursday THURS
Vehicle
Emirate
Tonnes of
Numbered E Minimum MINI T
Weight
Route
Expressway EXPWY* Minute(s) MN Trail TR*
FM Radio FM Monday MON Tuesday TUES

Two-Way
Freeway FRWY 2-Way
Morning/Late Intersection
AM
Night
Friday FRI Wednesday WED
*This abbreviation shall not be used for any application other than the name of a roadway.
Table 2-3: Abbreviations That Shall Be Used Only on Portable Dynamic Message Signs
Standard Prompt Word That Should Precede Prompt Word That Should
Word Message
Abbreviation the Abbreviation Follow the Abbreviation
Abu Dhabi Route AD-* — [Number]
Access ACCS — Road
op V1
Blocked BLKD Lane —
Bridge BR* [Name] —
Cannot CANT — —
Centre CTR — Lane
Chemical CHEM — Spill
Condition
C -
COND Traffic —
y
Congested
Construction
CONG
CONST
C Traffic
—
—
Ahead
Crossing XING — —
C
Do Not DON’T — —
Downtown DWNTN — Traffic
Eastbound EAST — —
Q
Emergency EMRG — —
Emirate Route E-* — [Number]
Entrance, Enter ENT — —
Hazardous HAZ — Driving
Highway-Rail
RR XING — —
Grade Crossing
It is ITS — —
Lane LN [Roadway Name]*, Right, Left, Centre —
Left LFT — —
Local LOC — Traffic
Lower LWR — Level
Maintenance MAINT — —
Normal NORM — —
Northbound NORTH — —
Oversized OVRSZ — Load
Parking PKING — —
Pavement PVMT Wet —
Prepare PREP — To Stop
Quality QLTY Air —
Right RT Keep, Next —
Right RT — Lane
Roadwork RDWK — Ahead, [Distance]
Route RT, RTE Best —
Service SERV — —
Shoulder SHLDR — —
Slippery SLIP — —
Southbound SOUTH — —
Speed SPD — —
Traffic TRAF — —
Travellers TRVLRS — —

Standard Prompt Word That Should Precede Prompt Word That Should
Word Message
Abbreviation the Abbreviation Follow the Abbreviation
Two-wheeled
CYCLES — —
vehicles
Vehicle(s) VEH, VEHS — —
Warning WARN — —
Westbound WEST — —
Will not WONT — —
* This abbreviation, when accompanied by the prompt word, may be used on traffic control devices other than portable dynamic
message signs.
Table 2-4: Unacceptable Abbreviations (English)
Abbreviation Intended Word Common Misinterpretation
op V1
ACC Accident Access (Road)
CLRS Clears Colours
DLY
C - Delay Daily
y
FDR
C Feeder Federal
L Left Lane (Merge)

C
LT Light (Traffic) Left
Q
PARK Parking Park
POLL Pollution (Index) Poll
RED Reduce Red
STAD Stadium Standard
WRNG Warning Wrong

3 INTRODUCTION TO TRAFFIC CONTROL

DEVICES
3.1 Overview
The purpose of traffic control devices, as well as the principles for their use, is to promote highway
safety and efficiency by providing visual information that provides for the orderly movement of all
road users on streets, highways, bikeways, and private roads open to public travel throughout the
Nation.
op V1
Traffic control devices notify road users of regulatory, warning and guidance information needed
for the uniform and efficient operation of all elements of the traffic stream in a manner that is
intended to minimize the occurrences of crashes.
3.1.1 Standards C -
y
C
1. Definition of Signs and Markings: Traffic signs and markings shall be of the type, size and
colours indicated in this Manual.
C
2. Types of Information Conveyed to Road User: All information conveyed to road users shall
be conveyed following the requirements of Section 1.5 of this Manual.
Q
3. Non-Relevant Advertising Messages: Traffic control devices or their supports shall not bear
any advertising message or any other message that is not related to traffic control.
4. Traffic Signals and Electronic Warning and Information Devices: Electrical traffic control
devices such as traffic signals, flashers, and electronically-illuminated signs shall be
addressed in the Traffic Signal and Electronic Warning and Information Device Manual
(TSES), as referenced specifically in this Manual (MUTCD).
3.1.2 Guidance
Tourist-oriented directional signs and specific service signs are not considered advertising; instead,
they are classified as motorist service signs.
3.2 Principles of Traffic Control Devices

3.2.1 Description
This Manual contains the basic principles that govern the design and use of traffic control devices
for all streets, public roads, bikeways, pedestrian paths and trails, and private roads open to public
travel (as defined in the Glossary) regardless of type or class or the public agency, official, or
owner having jurisdiction within the Emirate of Abu Dhabi. This Manual’s text specifies the
restriction on the use of a device if it is intended for limited application or for a specific system. It is
important that these principles be given primary consideration in the selection and application of
each device.
3.2.2 Standards
1. Abu Dhabi Transport Law. The implementation of traffic control devices shall be within the
purview of the Department of Municipal Affairs and Transport (DMAT), consistent with Law
03-INTRODUCTION TO TRAFFIC Page 15 FIRST EDITION – DECEMBER 2016

CONTROL DEVICES
number 5 of 2008, in which the Department of Transport was assigned responsibility for the
main highways, land transport and public transport. The following shall describe DMAT’s
authority relative to traffic control devices in the Emirate:
a. Article 4, Paragraph 3 states the Department shall “supervise the design,

establishment, management and operation of effective and comprehensive land
transportation systems, including the main roads, and public transportation networks
and their supporting facilities, in order to achieve the best levels of service, safety
and environmental protection.”
b. Article 4, Paragraph 6 states the Department shall “study and propose legislations
and policies related to the Department’s objectives, for improving the effectiveness
op V1
and efficiency of performance, and the safety level of public transport systems and
main road networks and related facilities. The Department shall submit such
proposed legislations and policies to the Executive Council for approval.”
2. Road Regulation. Actions required of road users to obey regulatory devices shall be as per
C -
the Abu Dhabi Road Regulation.
y
C
3. Proper Use. The proper use of traffic control devices shall be limited to providing all road
users with the reasonable and prudent information necessary to efficiently and lawfully use
C
streets, roads, pedestrian facilities, and bikeways in the Emirate of Abu Dhabi.
4. Basic Requirements. To be effective, a traffic control device shall meet five basic
requirements:
Q
a. Fulfil a need.
b. Command attention.
c. Convey a clear, simple meaning.
d. Command respect from road users.
e. Be positioned to give adequate time for proper response.
5. Speed Criteria. The design, operation, placement, and location of all traffic control devices
shall be governed by the design speed of the road.
6. Meanings of Signs. The meanings ascribed to traffic control devices in this Manual shall be
in accord with the meanings defined in the Abu Dhabi Road Regulation, as pertinent to
regulatory and warning signage and displays.
3.2.3 Guidance
1. Design, placement, operation, maintenance, and uniformity are aspects that should be
carefully considered in order to maximize the ability of a traffic control device to meet the
five requirements listed above in Paragraph 3.2.2.4.
2. Currently-posted speed limits should not be used as the basis for governing deployment of
traffic control devices as per Paragraph 3.2.2.5.
3.3 Design of Traffic Control Devices

3.3.1 Description
Design elements of traffic control devices, including the parameters of size, shape, colour,
composition, lighting, retro-reflection and contrast, are combined to draw attention to the devices.
Size, shape, colour, and simplicity of message are combined to produce a clear meaning. Legibility

CONTROL DEVICES
and size are combined with placement to permit adequate time for response. Finally, uniformity,
size, legibility, and reasonableness of the message combine to command respect.
3.3.2 Standards
1. Modification of Standard Design Characteristics. Standard design characteristics as
described in the standards presented in this Manual shall not be modified unless the
Engineer demonstrates that a modification is required to meet each of the requirements
described in Paragraph 3.2.2.4.
2. Reduction of Sign Dimensions. Modifications to traffic control device design elements shall
not result in the dimensions of signs, markings, or lateral placement being reduced in
dimensions from the requirements presented in this Manual.
op V1
3.3.3 Guidance
1. To support the Basic Requirements as stipulated in Paragraph 3.2.2.4, sign design
C -
modifications may include the following:
y
C
a. Provision of identical signage on both sides of a single carriageway along a dual
carriageway road, provided adequate lateral clearance is available within the
C
median
b. Tailoring of sign content to reflect actual road configuration, particularly for static
lane use signs, advance intersection warning signs, and guide signs, provided they
Q
meet all other standards in this Manual

c. Mounting of signs in urban zones may be appropriately modified to reflect the
architectural theme of the zone, provided the specific symbols, colours, sizes and
meanings of the signs as defined in this Manual are preserved
3.4 Placement and Operation of Traffic Control Devices

3.4.1 Guidance
1. Placement of a traffic control device should be within the road user’s view so that adequate
visibility is provided. To aid in conveying the proper meaning, the traffic control device
should be appropriately positioned with respect to the location, object, or situation to which
it applies. The location and legibility of the traffic control device should be such that a road
user has adequate time to make the proper response in both day and night conditions.
2. Traffic control devices should be placed and operated in a uniform and consistent manner.
3. Unnecessary traffic control devices should be removed. The fact that a device is in good
physical condition should not be a basis for deferring needed removal or change.
3.5 Maintenance of Traffic Control Devices

3.5.1 Guidance
1. Functional maintenance of traffic control devices should be used to determine if certain
devices need to be changed to meet current traffic conditions.
2. Physical maintenance of traffic control devices should be performed to retain the legibility
and visibility of the device, and to retain the proper functioning of the device.

CONTROL DEVICES
3. Clean, legible, properly mounted devices in good working condition command the respect
of road users.
3.6 Uniformity of Traffic Control Devices

3.6.1 Guidance
1. Uniformity of devices simplifies the task of the road user because it aids in recognition and
understanding, thereby reducing perception/reaction time. Uniformity assists road users,
law enforcement officers, and traffic courts by giving everyone the same interpretation.
Uniformity assists public highway officials through efficiency in manufacture, installation,
op V1
maintenance, and administration. Uniformity means treating similar situations in a similar
way.
2. The use of uniform traffic control devices does not, in itself, constitute uniformity. A
standard device used where it is not appropriate is as objectionable as a non-standard
device; in fact, this might be worse, because such misuse might result in disrespect at
C -
y
those locations where the device is needed and appropriate.
C
3.7 Legal Framework and Implications
C
3.7.1 Description
Q
The Legal Framework upon which the standards and guidance contained within this Manual are
applied is found in the Abu Dhabi Road Regulation. The framework is applicable to all streets,
roads, pedestrian and bicycle facilities operated and maintained within the Emirate, and built,
operated, and maintained by the DMAT, Municipalities, and private road operators whose facilities
are traversed by the public.
3.7.2 Standards
1. Approval for Traffic Control Device Deployment. Traffic control devices shall be placed for
the purpose of regulating, warning, and/or guiding traffic. The use of traffic control devices
in any DMAT, municipal or privately owned semi-public area without proper approval should
not be permitted.
2. Not a Legal Requirement for Installation. This Manual describes the descriptions, standards
and guidelines for the application of traffic control devices, but does not have the power of
regulation.
3. Standards and Practices. The standards and guidance in this manual shall be the basis for
practice on all roads owned and managed by entities of the Emirate of Abu Dhabi, including
DMAT, Municipalities, and the private sector, along with contractors and entities
developing, erecting, and operating road works.
4. Violation of Standards. Violation or non-adherence to the standards identified in this Manual
shall be considered as violations of the Abu Dhabi Road Regulation and shall be subject to
remedy and correction by the responsible operators in order to meet the requirements of
the Road Regulation.

CONTROL DEVICES
3.7.3 Guidance
When given approval by the Emirate of Abu Dhabi for the erection of specific devices, construction
contractors, public utility companies, and police agencies are permitted to erect construction,
maintenance, and other warning signs to protect the public provided that such signs, markings, and
devices conform to the standards contained in this manual.
3.8 Risk Assessment, Engineering Study and Judgment

3.8.1 Description
This section describes the requirements associated with the study, design and application of traffic
op V1
control devices at specific locations.
3.8.2 Standards
1. Risk Assessment. In the course of applying new traffic control device applications, the
C -
Engineer shall be responsible for addressing potential changes to the road facility in the
y
C
future, as well as the impacts of deploying different guide signing options, where applicable.
2. Engineering Study. Engineering studies associated with new traffic control devices or
replacement of existing devices shall be done by public agency staff, or by registered
C
companies, with demonstrated expertise in traffic engineering, traffic impact studies and
traffic data collection.
Q
3.8.3 Guidance
Early in the processes of location and design of roads and streets, engineers should coordinate
such location and design with the design and placement of the traffic control devices to be used
with such roads and streets. Jurisdictions, or owners of private roads open to public travel, with
responsibility for traffic control that do not have engineers on their staffs who are trained and/or
experienced in traffic control devices, should seek engineering assistance from the DMAT,
experienced Municipalities or an agency-approved traffic engineering consultant.
3.9 Interpretations, Experimentations, Changes, and Interim

Approvals
3.9.1 Description
Continuing advances in technology and transport needs will produce changes in the road, the
vehicle, and in road user proficiency. Over time, this Manual will be updated to reflect these
changes to the state of the practice. In addition, unique situations often arise for device
applications that might require interpretation or clarification of this Manual. Thus, it is important to
have a procedure for recognizing these developments and for introducing new ideas and
modifications into the system.
DMAT will be responsible for tracking, monitoring, recommending, rejecting, and/or executing
specific requests related to preparation of interpretations of the MUTCD, permission to experiment
with revised or new traffic control devices, interim approval recommendations for new traffic control
devices based on demonstrated success, and changes to the MUTCD.

CONTROL DEVICES
An interpretation includes a consideration of the application and operation of standard traffic

control devices, official meanings of standard traffic control devices, or the variations from standard
device designs.
Requests to experiment include consideration of field deployment for the purpose of testing or
evaluating a new traffic control device, its application or manner of use, or a provision not
specifically described in this manual.
A request for permission to experiment will be considered by DMAT only when submitted by the
public agency or other road facility operator responsible for the operation of the road or street on
which the experiment is to take place. For a private road open to public travel, the request will be
considered only if it is submitted by the private owner or private official having jurisdiction.
op V1
A diagram indicating the process for experimenting with traffic control devices is shown in Figure
3-1.
C -
A change includes consideration of a new device to replace a present standard device, an
y
additional device to be added to the list of standard devices, or a revision to a traffic control device
C
application or placement criteria.
C
Interim approval allows interim use, pending official rulemaking, of a new traffic control device, a
revision to the application or manner of use of an existing traffic control device, or a provision not
specifically described in this manual. The issuance by the DMAT of an interim approval will
Q
typically result in the traffic control device or application being placed into the next scheduled
rulemaking process for revisions to this Manual.
Interim approval is considered based on the results of successful experimentation, results of

analytical or laboratory studies, and/or review of non-UAE experience with a traffic control device
or application. Interim approval considerations include an assessment of relative risks, benefits,
costs, impacts, and other factors.
Interim approval allows for optional use of a traffic control device or application and does not create
a new mandate or recommendation for use. Interim approval includes conditions that jurisdictions
agree to comply with in order to use the traffic control device or application until an official
rulemaking action has occurred.
3.9.2 Standards
1. Deviation from Manual. Design, application, and placement of traffic control devices other
than those adopted in this Manual and the accompanying TSES Manual shall be prohibited
without specific review and approval from DMAT.
2. Requests to DMAT. Requests for any interpretation, permission to experiment, interim
approval, or change shall be submitted electronically to DMAT through ADQCC
3. Requests for Interpretation. Requests for an interpretation of this manual shall contain the
following information:
a. A concise statement of the interpretation being sought

b. A description of the condition that provoked the need for an interpretation
c. Any illustration that would be helpful to understand the request
d. Any supporting research data that is pertinent to the item to be interpreted

CONTROL DEVICES
4. Requests for Permission to Experiment. Requests to consider, develop, or implement

experimental traffic control device application shall include a statement indicating the nature
of the problem.
a. Description of proposed change to the traffic control device or application of the

traffic control device, how it was developed, the manner in which it deviates from the
standard, and how it is expected to be an improvement over existing standards.
op V1
C -
y
C
C
Q
Figure 3-1: Process for Requesting and Conducting Experimentations for New Traffic Control Devices
b. Any illustration that would be helpful to understand the traffic control device or use
of the traffic control device.
c. Any supporting data explaining how the traffic control device was developed, if it
has been tried, in what ways it was found to be adequate or inadequate, and how
this choice of device or application was derived.
d. A legally binding statement certifying that the concept of the traffic control device is
not protected by a patent or copyright (e.g., a manufacturer’s design for its specific
brand or approach to technologies that are unique to that company, such as
countdown signals, with unique housings, displays or electronics that are unique to
that manufacturer’s product). However, as long as the general concept is not
patented or copyrighted, it shall be acceptable for experimentation to incorporate
the use of one or more patented devices of one or several manufacturers.
e. The time period and location(s) of the experiment.

CONTROL DEVICES
f. A detailed research or evaluation plan that provides for close monitoring of the
experimentation, especially in the early stages of its field implementation. The
evaluation plan should include before and after studies as well as quantitative data
describing the performance of the experimental device.
g. An agreement to restore the site of the experiment to a condition that complies with
the provisions of this manual within 3 months following the end of the time period of
the experiment. This agreement must also provide that the agency sponsoring the
experimentation will terminate it at any time that it determines that significant safety
concerns are directly or indirectly attributable to the experimentation. The DMAT
has the right to terminate approval of the experimentation at any time if there is an
indication of safety concerns. If, as a result of the experimentation, a request is
op V1
made that this manual be changed to include the device or application being
experimented with, the device or application will be permitted to remain in place until
the DMAT issues a decision approving the device and initiates a corresponding
revision of the manual.
C -
h. An agreement to provide semi-annual progress reports for the duration of the
y
C
experimentation, and an agreement to provide a copy of the final results of the
experimentation to the DMAT within 3 months following completion of the
experimentation. The DMAT has the right to terminate approval of the
C
experimentation if reports are not provided in accordance with this schedule.
5. Request for Change. Requests for a change to this manual shall contain the following
Q
information:
a. A statement indicating what change is proposed

b. A statement indicating why this change is necessary
c. Any illustration that would be helpful to understand the request
d. Any supporting research data that is pertinent to the item to be reviewed
6. Request for Interim DMAT Approval of New Traffic Control Device or Change to Existing
Device. The request for permission to place a traffic control device under an interim
approval shall contain the following:
a. Description of where device will be used, including specific locations or road

segments or types of situations, or a statement of the intent to use the device
jurisdiction-wide
b. Agreement to abide by the specific conditions for use of the device as contained in
the DMAT’s interim approval document
c. Agreement to maintain and continually update a list of locations where the device
has been installed
d. Agreement to:
i. Restore site(s) of the interim approval to a condition that complies with the
provisions in this manual within 3 months following the issuance of a final
rule on this traffic control device.
ii. Terminate use of the device or application installed under the interim
approval at any time that the DMAT or other owning agency or operator
determines significant safety concerns are directly or indirectly attributable to

CONTROL DEVICES
the device or application. The DMAT reserves the right to terminate the
interim approval at any time if there is an indication of safety concerns.
7. Permission to Use a Traffic Control Device That Has Received Interim DMAT Approval.
DMAT, Municipalities, Police and others responsible for traffic control activities who submit
a request for the use of an interim-approved traffic control device, shall provide the
following information:
a. Description of where device will be used, including specific locations or road

segments or types of situations, or a statement of the intent to use the device
jurisdiction-wide
b. Emirate laws or directives covering or supporting the implementation of the interim-
op V1
approved traffic control device, if any
c. Agreement to abide by the specific conditions for use of the device as contained in
the DMAT’s interim approval document
d. Agreement to maintain and continually update a list of locations where the device
C -
has been installed
y
C
e. Agreement to terminate use of the device or application installed under the interim
approval at any time that the DMAT or other owning agency or operator determines
C
significant safety concerns are directly or indirectly attributable to the device or
application. The DMAT reserves the right to terminate the interim approval at any
time if there is an indication of safety concerns.
Q
3.9.3 Guidance
A diagram indicating the process for incorporating new traffic control devices into this manual is
shown in Figure 3-2.
3.10 Relation to Other Publications

Specific publications are incorporated by specific reference as shown in the Cited References
section.

CONTROL DEVICES
op V1
C -
y
C
C
Q
Figure 3-2: Process for Incorporating New Traffic Control Devices into the MUTCD

CONTROL DEVICES
4 SIGNS
The purpose of this Chapter is to provide both general and specific standards and guidance for all
traffic sign applications in Abu Dhabi Emirate, including regulatory, warning and guide signs, their
attributes and installation.
4.1 General Requirements for Signs

4.1.1 Function and Purpose of Signs
op V1
4.1.1.1 Description
Traffic signs are visual devices mounting along roads, streets and travelled ways in order to (a)
C -
advise motorists of traffic regulations that apply at specific locations and/or at specific times, (b) to
y
warn of hazards that may not otherwise be self-apparent, and (c) to provide motorists with
C
information concerning routes, destinations, and locations of interest. Messages are conveyed
using words, numbers, symbols, and arrows.
C
4.1.1.2 Standard
Q
Basis for Installation. Traffic signs shall be installed only when stipulated by the principles of this
Manual and/or when deemed warranted on the basis of a traffic engineering evaluation.
4.1.1.3 Guidance
1. The standardization of traffic signs in their appearance, placement, and design simplifies
the task of road users in finding, recognizing, and understanding signs and markings.
2. Traffic signs should also aid road users, the Traffic Police, and the legal system in having a
common interpretation of sign meanings and messages.
3. Signs are not typically to be used to substitute for an understanding of the Abu Dhabi Road
Regulations..
4.1.2 Definitions and Acronyms

Definitions and acronyms that are applicable to signs are provided in Chapter 2 as well as in the
Glossary at the end of this Manual.
4.1.3 Standardization of Application

It is recognized that urban traffic conditions differ from those in rural environments, and in many
instances signs are applied and located differently. Where pertinent and practical, this Manual sets
forth separate recommendations for urban and rural conditions.
4.1.3.1 Standards
1. Display for Specific Purpose. Each standard sign shall be displayed only for the specific
purpose as prescribed in this Manual.
2. Selection of Proper Sign. Determination of the particular signs to be applied to a specific
condition shall be made in accordance with the provisions set forth in this chapter.
04-SIGNS Page 25 FIRST EDITION – DECEMBER 2016

3. Installation of Signs before New Road is Open. Before any new road, private road open to
public travel (per definition in the Glossary), detour, or temporary route is opened to public
travel, all necessary signs shall be in place.
4. Removal of Signs. Signs required by road conditions or restrictions shall be removed when
those conditions cease to exist or the restrictions are withdrawn.
4.1.4 Guidance
1. Signs should be used only where justified by engineering judgment or studies, as provided
in Section 3.8 of this Manual.
2. Results from traffic engineering studies of physical and traffic factors should indicate the
locations where signs are deemed necessary or desirable.
op V1
3. Roadway geometric design and sign application should be coordinated so that signing can
be effectively placed to give the road user any necessary regulatory, warning, guidance,
and other information.
4.1.5 C -
Excessive Use of Signs
y
C
Regulatory and warning signs should be used conservatively because these signs, if used to
excess, tend to lose their effectiveness.
C
If used, route signs and directional guide signs should be used frequently because their use
promotes efficient operations by keeping road users informed of their location and route subject to
Q
spacing standards recommended in the manual.
4.1.6 Classification of Signs
4.1.6.1 Description
Signs are classified as regulatory, warning and guide signs.
4.1.6.2 Standards
1. Regulatory Signs shall give notice of traffic laws or regulations.

2. Warning Signs shall give notice of a situation that might not be readily apparent.
3. Guide Signs shall provide route designations, road or street names, destinations,
directions, distances, services, points of interest, and other geographical, recreational, or
cultural information.
4.1.6.3 Guidance
1. Where possible, regulatory, guide and warning signs should not be mixed except as
required to describe vehicle restrictions or geometric constraints) for a particular route or
lane (e.g., no trucks in a particular lane, sharp curve on exit ramp)
2. Temporary traffic control zones (Chapter 11), bicycle facilities (Chapter 8) and pedestrian
facilities (Chapter 9) include specific regulatory, warning and guide sign applications
particular to those applications. While they may not be shown in this Chapter of the Manual,
they are applicable in the same manner.

4.1.7 General Design Principles
4.1.7.1 Description
This Manual shows typical standard signs and object markers approved for use on streets, roads,
bikeways, and pedestrian crossings, taking into consideration the guidance in section 4.2.5.3,
paragraph 2.
In the specifications for individual signs and object markers, the general appearance of the legend,
colour, and size are shown in the accompanying tables and illustrations, and are not always
detailed in the text.
op V1
The basic requirements of a sign are that it be legible to those for whom it is intended and that it be
understandable in time to permit a proper response. Desirable attributes include high visibility by
day and night, as well as high legibility (adequately sized letters, symbols, or arrows, and a short
legend for quick comprehension by a road user approaching a sign).
C -
y
Standardized colours and shapes are specified so that the several classes of traffic signs can be
C
promptly recognized. Simplicity and uniformity in design, position, and application are important.
C
4.1.7.2 Standards
1. Meaning of “Legend”. The term legend shall include all word messages and symbol and
Q
arrow designs that are intended to convey specific meanings.

2. Uniformity in Design shall include shape, colour, dimensions, legends, borders, and
illumination or retroreflectivity.
3. Improvement of Signage. Standardization of these designs does not preclude further
improvement by minor changes in the proportion or orientation of symbols, width of
borders, or layout of word messages, but all shapes and colours shall be as indicated.
4. Symbols and Colours. All symbols shall be unmistakably similar to, or mirror images of, the
adopted symbol signs shown in this document. Symbols and colours shall not be modified
unless otherwise provided in this Manual. All symbols and colours for signs not shown in
this Manual shall follow the procedures for experimentation and change described in
Section 3.9.
5. Word Messages. Where a standard word message (Arabic and/or English) is applicable,
the wording shall be as provided in this Manual.
6. Numerals and Units. Arabic numerals (English) and English abbreviations for units of
measure and weight (i.e., m=meters, kg=kilograms, t=tons) shall be used for regulatory,
warning and guide signs where needed. For new sign installations, traditional use of Indian
numeral characters and Arabic units of weight and measure shall not be provided. Having
one set of numerals and weights on a sign permits improved visibility of the regulations
without increasing overall sign size (i.e., speed limits using only Arabic numerals [English]
permits a larger legend that is visible from a longer distance and is clearer for all drivers to
understand and thus for Police to enforce).
7. Non-standard Word Messages. In situations where word messages (Arabic and/or English)
are required other than those provided in this Manual, the signs shall be of the same shape
and colour as standard signs of the same functional type. However, the use of non-
standard word messages and abbreviations shall be constrained by the standards and
guidance of Section 2.2.

8. Use of Internet Addresses. Except where specifically identified in this Manual, Internet
addresses and e-mail addresses, including domain names and uniform resource locators
(URL), shall not be displayed on any sign, supplemental plaque, sign panel (including logo
sign panels on Specific Service signs), or dynamic message sign.
9. Use of Phone Numbers. Except where specifically identified in this Manual, telephone
numbers of more than seven characters shall not be displayed on any sign, supplemental
plaque, sign panel (including logo sign panels on specific service signs), or dynamic
message sign.
10. Non-Standard Symbols and Government/Corporate/Institutional Logos. Pictographs (see
definition in the Glossary) shall not be displayed on signs except as specifically provided in
this Manual.
op V1
a. Pictographs shall be simple, dignified, and devoid of any advertising.
b. When used to represent a government agency, the pictograph shall be the official
designation adopted by the agency.
c. When used to represent a college or university, the pictograph shall be the official
C -
seal adopted by the institution. Pictorial representations of university or college
y
C
programs shall not be permitted to be displayed on a sign.
4.1.7.3 Guidance
C
1. Although the standard design of symbol signs cannot be modified, the orientation of the
Q
symbol may be changed to better reflect the direction of travel, if appropriate.

2. Allowable arrows to be used are shown in Section 4.4.2.5 of this document.
3. Transport operations agencies may develop special word message signs where roadway
conditions make it necessary to provide road users with additional regulatory, warning, or
guidance information, such as when road users need to be notified of special regulations or
warned about a situation that might not be readily apparent.
4. Internet addresses, e-mail addresses, or telephone numbers with more than four characters
may be displayed, upon approval by the owning authority, on signs, supplemental plaques,
sign panels, and dynamic message signs that are intended for viewing only by pedestrians,
bicyclists, and occupants of parked vehicles.
4.1.8 Sign Retro-reflectivity and Illumination
4.1.8.1 Description
Traffic signs function at all times, and it is thus necessary that they exhibit the same shape and
colour during both day and night hours. To this end, signs and object markers require some type of
retroreflective sheeting (pressure sensitive adhesive-backed material covering the sign and text
that captures light and reflects it back to the driver), and overhead signs require some type of
external illumination.
4.1.8.2 Standards
1. Sign face sheeting. All sign faces shall be constructed using retroreflective sheeting,
covering symbols, messages, background, and border.
2. Preservation of shape, colour and message. Regulatory, warning and guide signs shall be
retroreflective or illuminated in order to show the same shape and similar colour both day
and night, except where specific exceptions are noted in the Manual.

3. Uniform design appearance. The uniformity of the sign and message design shall be
maintained without any decrease in visibility, legibility, or driver comprehension during
either daytime, night-time, or transitional conditions.
4. Installation of internally illuminated messages within sign. If internally illuminated messages
or flashers are included within or above the sign face, the following shall be required:
a. If used, light-emitting diodes shall be provided with a maximum 6.35 mm diameter
and shall be the following colours based on sign type:
i. Red, if used with STOP or YIELD signs.

ii. White, if used with regulatory signs other than STOP or YIELD signs.
iii. White or yellow, if used with warning signs.
op V1
iv. White, if used with guide signs.
v. White or yellow, if used with temporary traffic control signs.
vi. White or yellow, if used with school area signs.
C -
b. If flashed, all LED units shall flash simultaneously at a rate of more than 50 and less
y
than 60 times per minute.
C
5. Overhead sign illumination. Overhead signs shall be externally illuminated except when all
C
of the following criteria are met:
a. When the roadway is not lighted.
Q
b. When the sign is visible from a distance of 370 metres or more.

c. When the horizontal curvature of the road approaching the sign has no less than a
250 meter radius.
d. Where the high intensity microprismatic retroreflective sheeting is used.
6. Maintaining sign face retroreflectivity. Public agencies or officials having jurisdiction shall
use an assessment or management method that is designed to maintain sign
retroreflectivity at or above the minimum levels in Table 4-5 below. Contrast between
legend and background should be at a minimum ratio of 3:1.
Table 4-5: Minimum Sign Retro-reflectivity Requirements to be Maintained
Minimum Retro-reflectivity Requirements
Sign Colour Additional Criteria
(candela/lux/m²)
W ≥ 250, B ≥ 12 Overhead guide signs
White on Blue
W ≥ 120, B ≥ 10 Post-mounted guide signs
W ≥ 250, G ≥ 25 Overhead guide signs
White on Green
W ≥ 220, G ≥ 22 Post-mounted guide signs
White on Red W ≥ 75, R ≥ 23 Stop signs (post)
Black on White
W ≥ 50, R ≥ 15 Warning and regulatory signs
(with Red Border)
White on Brown W ≥ 150, Br=7 Post-mounted signs
Black on Yellow
Y ≥ 100, R ≥ 30 Road works signs
(with red border)
Red on Blue R ≥ 50, B ≥ 15 No parking, no stopping signs

4.1.8.3 Guidelines – Retro-reflectivity

1. Retroreflective sheeting should use ASTM D4956-04 Type IV or Type XI as follows:
a. Type IV sheeting shall be used for normal regulatory and warning sign applications,
as well as for guide signs with white backgrounds.
b. Type XI (also called “Diamond-grade”) sheeting shall be used for all ground-
mounted guide signs with non-white background, as well as for all overhead signs.
2. Backing for retroreflective sheeting should meet ASTM D4956 class 1 requirements,
providing pressure-sensitive adhesion to smooth, clean surfaces with no heat, solvent, or
other preparation needed. Table 4-5 shows the minimum retro-reflectivity levels to be
op V1
maintained in units of cd/lx/m² measured at an observation angle of 0.2° and an entrance
angle of -4.0°.
3. The above materials will likely yield much higher reflectivity levels initially, but over time
should degrade to no worse than the levels shown in the above table.
C -
4. To maintain minimum retro-reflectivity, a method should be in place to maintain the
y
C
minimum retro-reflectivity levels above using one or more of the following assessment or
management methods:
C
a. Visual Night-times Inspection—The retro-reflectivity of an existing sign is assessed
by a trained sign inspector conducting a visual inspection from a moving vehicle
during night-time conditions. Signs that are visually identified by the inspector to
Q
have retro-reflectivity below the minimum levels should be replaced.

b. Measured Sign Retro-reflectivity—Sign retro-reflectivity is measured using a retro-
reflectometer. Signs with retro-reflectivity below the minimum levels should be
replaced.
c. Expected Sign Life—When signs are installed, the installation date is labelled or
recorded so that the age of a sign is known. The age of the sign is compared to the
expected sign life. The expected sign life is based on the experience of sign retro-
reflectivity degradation in a geographic area compared to the minimum levels. Signs
older than the expected life should be replaced.
d. Blanket Replacement—All signs in an area/corridor, or of a given type, should be
replaced at specified intervals. This eliminates the need to assess retro-reflectivity
or track the life of individual signs. The replacement interval is based on the
expected sign life, compared to the minimum levels, for the shortest-life material
used on the affected signs.
e. Control Signs—Replacement of signs in the field is based on the performance of a
sample of control signs. The control signs might be a small sample located in a
maintenance yard or a sample of signs in the field. The control signs are monitored
to determine the end of retroreflective life for the associated signs. All field signs
represented by the control sample should be replaced before the retro-reflectivity
levels of the control sample reach the minimum levels.
f. Other Methods—Other methods developed based on engineering studies can be
used.
4.1.8.4 Guidelines
Sign illumination may be accomplished through the means shown in Table 4-6.

1. As per Section 4.1.7.2, paragraph 4, Light Emitting Diode (LED) units may be used
individually within the legend or symbol of a sign and in the border of a sign, except for
changeable message signs, to improve the conspicuity, increase the legibility of sign
legends and borders, or provide a changeable message. Each sign description in this
Chapter will identify specific guidance for using LED’s within or in addition to the display
itself.
2. As per Section 4.1.7.2, paragraph 5, overhead sign signs are to be illuminated. Overhead
sign illumination may use either mercury vapour luminaires or bright white LED
floodlighting, mounted at the lower edge of the sign.
Table 4-6: Illumination of Sign Elements
op V1
Means of Illumination Sign Element to be Illuminated
 Symbol or word message
 Background
Light behind the sign face
 Symbol, word message, and background
(through a translucent material)
C -
y
Attached or independently mounted light source designed
C
to direct essentially uniform illumination onto the sign face
 Entire sign face
 Symbol or word message

C
Light emitting diodes (LEDs)
 Portions of the sign border
Other devices, or treatments that highlight the sign shape,
Q
colour, or message:
 Luminous tubing  Symbol or word message
 Fibre optics  Entire sign face
 Incandescent light bulbs
 Luminescent panels
4.1.9 Physical Aspects
4.1.9.1 Standards for Sign Shapes

General. Standard sign shapes shall be as shown in
1. Table 4-7, and their principal features are listed below:
a. The OCTAGON shape is reserved exclusively for the STOP sign 301 and
STOP/SLOW sign 308.
b. The TRIANGULAR shape, with the point down, is reserved exclusively for the GIVE
WAY sign 302, GIVE WAY TO PEDESTRIANS sign 303, and GIVE WAY TO
CYCLISTS sign 309.
c. The CIRCULAR shape is reserved exclusively for Regulatory Sign applications,
particularly prohibitions and speed limits.
d. The RECTANGLE, with the long axis vertical, is used primarily for Attention and
Diagrammatic Regulatory signs, as well as certain guide signs such as
diagrammatic and gore exit signs.
e. The TRIANGULAR shape, with the point up, is used exclusively for Advance
Warning signs.
f. The RECTANGLE, with the long axis horizontal, is the primary shape for all Guide
signs, as well as Route Numbering, Direction, Supplemental and Direction signage,
Street Name, Building Number Plate and General Information signs and as

Qualification Plates or Supplemental Plates below other sign shapes. It is also used
for the One-Way Regulatory sign.
g. The POINTED RECTANGLE, with the long axis horizontal, is used exclusively for
Chevron Direction sign 515.
h. Hazard Marker Warning signs are used in a variety of shapes and do not conform to
a specific shape code.
2. Other Shapes. Other shapes shall not be used by DMAT, Municipalities or other road
operators for sign panel outline shapes unless specifically approved by the DMAT.
Table 4-7: Standard Sign Shapes
op V1
Standard Traffic
Functions
Sign Shapes
C -
y
CReserved exclusively for the STOP sign 301 and STOP/SLOW sign 7308
C
Reserved exclusively for the GIVE WAY sign 302, GIVE WAY TO PEDESTRIANS
Q
sign 303, and GIVE WAY TO CYCLISTS sign 309
Reserved exclusively for Mandatory (e.g., speed limit) and Prohibitory (e.g., no
trucks, do not enter, no U-turn) Regulatory signs
Primarily used for specific Reserved Regulatory signs, including parking signs –
also used for Attention and Diagrammatic signs and occasionally Guide signs
such as GORE EXIT sign 554
Reserved exclusively for Advance Warning signs
Primarily used for all Guide signs, comprising Direction, Supplemental

Transportation and Direction, Community Street Name, Building Number Plate
and General Information signs and as Qualification Plates or Supplemental
Plates below other sign shapes. May also be used for lane use warning signs
(lane drops, lane assignments, etc.).

Reserved exclusively for CHEVRON DIRECTION sign 515
Hazard Marker Warning signs use a variety of shapes designed to specifically

draw attentions to the hazard type at which they are located.
op V1
4.1.9.2 Size and Visibility Considerations
The size of a traffic sign is important for two primary reasons:
 Conspicuity – A sign must be of sufficient size to command the attention of drivers against
C -
the background of the roadway environment.
y

C
Legibility – The legend (text or symbol) of the sign must be of sufficient size to allow
recognition and comprehension by drivers travelling at roadway design speeds.
C
For guide signs, which are largely text-based, the sign sizes will vary widely depending on route
shields displayed, arrows, the amount of legend and the lettering size of the legend. Legibility is the
Q
primary factor controlling guide sign sizes. Sizing guide signs on the basis of legibility will generally
assure that a guide sign will be conspicuous. The parameters affecting guide sign sizing are
discussed fully in Section 4.4 and therefore are not generalized herein.
For regulatory and warning signs a standardization of size is possible and is in fact necessary.
Regulatory and warning signs, which are more symbol-oriented than text-oriented, tend to be much
smaller in size than guide signs. Because of their relatively small size, conspicuity is an equally
important factor as legibility in sizing regulatory and warning signs. However, the size of regulatory
and warning signs may be increased substantially based on design speed of the road.
4.1.9.3 Minimum Size and Visibility Standard

Minimum Requirements. The sign sizes for regulatory and warning signs shall meet the minimum
size requirements presented in Table 4-8.
4.1.9.4 Colour Code Standards

Background and Legend Colours. The background and legend colours to be used for traffic signs
in the Emirate of Abu Dhabi shall be as shown in Table 4-9.
1. Colour Reference. Central values and tolerance limits for colours in use shall be as per the
chromaticity requirements defined under British Standard EN12899-1:2007 or equivalent
standards of other European Union states that are compliant with CEN EN12899-1.
2. Use of Other Colours Not Shown. Sign colours or uses other than those listed in Table 4-9
shall not be permitted without prior approval from DMAT as per the requirements of
Chapter 3 (experimental traffic control).
Table 4-8: Regulatory and Warning Sign Sizes

Design Recommended Recommended Recommended Attention Required

Speed Regulatory Sign Size Warning Sign Size and Diagrammatic Sign Size Minimum Clear
(Note 1) (millimetre) (Note 2) (millimetre) (Note 3) (millimetre) (Note 4) Visibility
(km/h) (metres)
40 or less 600 750 900(W) x 1200(H) 50
60 750 900 1200(W) x 1600(H) 75
80 750-900 900-1200 1200(W) x 1600(H) 100
100 1200 1200-1500 1800(W) x 2400(H) 200
120+ 1200 1500 2250(W) x 3000 (H) 300
NOTES:
1. When a speed limit sign is reducing the speed limit from a higher value, the lower limit sign shall be sized
according to the higher speed limit, which is the speed at which the sign will be approached i.e. the sign size is
op V1
based on the approach speed not the speed shown on the sign. When it is known that 85 th percentile speeds
are significantly different from posted speed limits, sign sizes should be chosen based on the design speed.
2. Regulatory sign sizes refer to a circle diameter. For the STOP sign the diameter represents an inscribed circle.
Lower range of dimensions for 80 km/h speed is intended for minor arterial or lower classification.
3. Advance warning sign sizes refer to the apex to apex measurement of the side of the triangular sign. GIVE WAY
C -
signs should be sized in the same way as advance warning sign. Lower range of dimensions for 80 km/h and
y
100 km/h speeds is intended for minor arterial or lower classification.
C
4. For diagrammatic warning signs, the width may be increased when three or more arrows are displayed. Sizes
for these signs are stipulated in Section 4.3.
C
5. Sizes shown are recommended minimums for ground mounted signs. Larger sign sizes, particularly for warning
signs, may be used in especially critical situations.
6. The sizes for Regulatory signs are not applicable to parking related signs and freeway/expressway control signs.
Q
Sizes for these signs are stipulated in Section 4.2 and 4.4.
Table 4-9: Traffic Sign Colour Code

Background
Sign Class Text/Border Colours
Colour
Regulatory:
 Control Red or Blue White/White
 Mandatory Blue White/White
 Prohibitory White Black/Red
 Reservation
- Parking (“P” sign) Blue White (1)/White
Red top portion, Top portion white/no border,
- Pay and Display Parking with Curb Codes
white main bottom portion has turquoise
(Mawaqif)
portion lettering, turquoise border
- Lane Reservation Blue White and Black/White
 Comprehensive
- Freeway/Expressway Control Blue White and Red/White
- Neighbourhood Blue White and Red/White
Warning:
Red (top portion)
White (top portion)
- Attention and white
Black (bottom)
(bottom)
- Diagrammatic White Black (4)/Red
Guide:
Blue Emblem on
 Emirates Routes White Yellow(5)/None
Background
 Abu Dhabi Routes and intersecting arterial routes White(10) Black/none
White Emblem on
 Mashreq Routes
Black Background

Background
Sign Class Text/Border Colours
Colour
 Supplemental Transportation (to Metro, Airport,
Blue or Green (9) White/White
etc.)
 Tourist/Leisure Routes Turquoise (11) White/White
 Points of Interest/Tourism Destinations Brown White/White
 Local or Government Facilities White Black/Black
 Street or Road Name (posted on numbered routes) White Black/Black
White/None if encased in metal
 Street Name Plaque (on signal mast arm) Dark blue (12)
frame
 Building Number Plate Dark blue (12) White/White or None
General Information
op V1
 Distance (Emirate route) Blue White/White
 Distance (Abu Dhabi route) Green White/White
 Town Entry/Exit White Black (7)/Black
 District Entry White Black (7)/Black
 Text White Black/Black
 Kilometre marker C -
y
White Black (8)/Black
Temporary:
C
 Roadworks (EXCEPT Regulatory Control) Yellow Black(4)/Black
 Incident Management (EXCEPT Regulatory Control) Yellow Black/Black
C
 Special Event Yellow Black/Black
NOTES:
Q
1. Permissive Reservation parking signs also include a white on blue parking symbol and, in some instances,
another white on blue category of parker symbol.
2. Mawaqif signs include coloured inserts for curb codes
3. Hazard marker signs include red arrow shapes.
4. Some Attention and diagrammatic regulatory and warning signs include red “hazard” areas.
5. Route letters and numbers within E-route Emblems shall be Yellow.
6. Guide signs, including direction, supplemental transportation and direction signs commonly include a black
symbol on a white square background. Occasionally such signs are displayed in colour (GARDEN/PARK
symbol).
7. These signs may also include a colour symbol on a white background.
8. Kilometre markers also include an Emirate Route or Abu Dhabi Route Emblem.
9. The Supplemental Transportation signs take on the colour of the route/street on which they are displayed.
10. AD-route emblem, when mounted on blue or green guide signs shall be a white cut-out with no black
surround or border.
11. Other colours may be utilized as approved by DMAT.
12. In accordance with DMA standards
4.1.10 Legend
4.1.10.1 Description
The legend of a traffic sign is the element that provides a sign with a unique and definitive meaning
or message. The legend may be composed of a symbol, text message, or both, and may be used
in conjunction with arrows when used to provide directional or lane-specific guidance.
4.1.10.2 Standards
1. Symbology. Symbols used shall be the same in appearance as those shown in this Manual.
2. New Symbols. When new symbols are approved for usage for regulatory or warning signs,
a SUPPLEMENTARY PLATE sign 589 (see Sections 4.2 and 4.3 of this Manual) shall

accompany these signs for a period of up to three years, if deemed necessary, for public
education.
3. Text. Text messaging for all new signs shall utilize standard Arabic and English fonts
configured as follows:
a. Arabic font shall utilize Naskh script of the sizes required as per Sections 4.2
through 4.4.
b. English font shall utilize Transport medium font (for signs with white background,
use Transport heavy font) as per Department of Transport standards, in the sizes
required as per Sections 4.2 through 4.4.
c. The height of the Arabic “aleph” character shall be 1.4 times the height of the
op V1
English “x” letter height.
4. Numerals. For new signs, numerical legends, including speed limits, route numbering, and
distance/height measurements, shall utilize Arabic Numerals (English).
5. Units of measure. For new signs, units of measure such as metres, kilometres, or tonnes
C -
shall be abbreviated using English/European text (i.e., “m”, “km”, “t”).
y
C
4.1.10.3 Guidance
C
1. Symbolic messages given in this Manual should be used in preference to text messages
whenever available.
Q
2. Standard text messages in Arabic and English should be used when an appropriate symbol
is not available.
3. Word messages should be as brief as possible.
4. Existing signs may contain both Western and Arabic characters for numerals as well as
units of measure. Replacement of these signs with Western-only characters for numerals
and units of measure should be prioritized for high-speed roads first.
5. Existing signs may use Transport or similar fonts for English text.
4.1.11 Installation
4.1.11.1 Overview – General Sign Installation

This section discusses the placement of ground mounted and overhead signs. Proper placement of
traffic signs refers to the lateral, vertical, and longitudinal positioning that provides the necessary
sign legibility for road users. Without proper placement the efforts to select, design, fabricate, and
apply traffic signs are wasted. However, since no two roads are aligned and designed alike, the
guidelines for sign placement given here are intended to be interpreted with a measure of flexibility.
Sound engineering judgment on an individual project basis, following the general guidelines
provided here, must be applied so that sign visibility and legibility are maximized.
The basic guidelines of sign placement must be considered early in the road design process. This
applies particularly to the provision of guide signs and sequences of guide signs on multi-lane
expressways and freeways. The placement is even more critical for signs required within complex
interchanges.

4.1.11.2 Standards – General Sign Installation

1. Right Side or Overhead Positioning. Except as identified in this Chapter, all traffic signs
shall be positioned on the right side of the roadway facing the approaching traffic or
overhead close to the centre of the travel lanes to which the signs apply.
2. Left Side Signing. Signing on the left side of the road or on the median of dual carriageway
roads shall be permitted as follows:
a. In the median of dual carriageway roads and on one-way roads where

supplementary regulatory, warning or guide signs are needed for the purposes of
visibility.
b. Two-way roadways where sharp right curves exist.
op V1
c. Multi-lane freeways where visibility of overhead or right side signs is frequently
blocked due to geometrics, grade, or high vehicles.
d. At roadworks, particularly for signs located within the Advance Warning Area.
C -
3. Sign Mounting and Supports. All signs except where noted (i.e., regulatory or warning signs
y
C
on urban streets mounted on light poles) shall be installed on breakaway sign posts as
described in the DMAT Roadside Design Guide.
C
4.1.11.3 Guidance – General Sign Installation
1. Every sign location must be thoroughly checked to identify any possible visibility
Q
obstructions. Typical problem placement locations include:
a. Downhill dips in the roadway

b. Crest vertical curves
c. Parked or stationary vehicles blocking visibility
d. Trees and other foliage blocking visibility
e. Proximity of other (existing) traffic signs in front of or behind the new sign under
consideration
f. Existing advertising signs
2. Traffic signs should be placed to avoid blocking or impeding the pedestrian or bicycle flow
along sidewalks and trails.
3. While signs are provided to enhance the safety conditions of a roadway, they are fixed
obstacles which pose a hazard if struck by motorists. Therefore, the sign supports should
not be overdesigned, but must be protected appropriately in themselves, through
placement behind guard rails as necessary, as well as through design of breakaway sign
supports.
4.1.11.4 Overview – Lateral and Vertical Sign Placement

Sign placement can be defined in terms of “lateral placement” (distance of sign from pavement
edge) and “vertical placement” (the elevation of the lowest part of the sign above the pavement
surface).
Since traffic signs are a road side hazard if struck, they should be placed at as great a distance
from the pavement edge as practical. However, as signs are placed further from the pavement
edge they become less conspicuous and legible to motorists. Every opportunity to position traffic
signs behind crash barriers, guard rail, or other road side safety barriers should be pursued.

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

 Pedestrian hazard of striking the underside of signs
 The breakaway safety of the support structure
4.1.11.5 Standards – Lateral and Vertical Sign Placement

1. Minimum Lateral Sign Clearance – Shoulder. The closest part of any traffic sign shall be a
op V1
minimum of 0.60 metres outside the shoulder of an uncurbed road.
2. Minimum Lateral Sign Clearance – Edge of Pavement. The closest part of any traffic sign
shall be a minimum of 3.6 metres outside the edge of pavement of an uncurbed road.
3. Maximum Distance from Edge of Pavement. The maximum distance that the closest part of
C -
a traffic sign can be outside the edge of pavement shall be 9.0 metres, except where
y
C
warranted on high speed roads as per Paragraph 4 below.
4. Maximum Distance from Edge of Pavement (roads with 100 km/h or higher speed limits).
On high speed roads, traffic signs shall be mounted no further than 15 metres outside the
C
edge of pavement, where such a clear recovery area is needed and breakaway supports
are not used (under such circumstances a larger than standard letter size may be
Q
warranted).
5. Urban Area Lateral Sign Clearance. In urban areas with curb sections, the closest part of
any traffic sign shall be a minimum of 450 mm behind the curb (roads in local
neighbourhoods with no bus or heavy truck traffic may use 300 mm as the difference
between the curb face and nearest part of the road sign.
6. Sign Support Structure Clearance. Clearance to support structures for overhead signs shall
be a minimum of 9.0 metres beyond the edge of pavement or 0.6 metres beyond the edge
of pavement when placed behind a guardrail, barrier or curb (flexible guardrail will require
greater clearances depending on deflection criteria).
7. Signing on Buildings. Municipalities shall limit signing on buildings to building number plate
signs mounted on the face of a building or on a property boundary wall at the edge of the
road right-of-way.
8. Lateral and Vertical Sign Placement. Sign installations shall be installed at a distance
above and to the side of the pavement commensurate with the sign type and location
(urban and rural) as indicated in Figure 4-1and corresponding Table 4-10
Figure 4-1: Lateral and Vertical Sign Placement

9. Orientation of Signage. Ground-mounted traffic signs should be placed at approximate right

angles to traffic that must read the message. Specifically, signs located less than 9.0
metres from the edge of pavement should be oriented at 93° to the line of approaching
traffic. This slight rotation from true right angle eliminates many of the glare problems that
can occur when retroreflective sheeting is used. For signs greater than 9.0 metres from the
pavement edge an orientation of 87° to the line of approaching traffic is recommended (see
Figure 4-4).
10. Protection by Guard Rail or Barrier Guard rail is used to protect vehicles against collisions
with heavy static obstacles, while Jersey Barriers protect vehicles from crossing into
opposing traffic. Guard rails are only used when the threats being protected against are
greater than those posed by the guard rail itself. For example, ground-mounted signs are
op V1
generally located on breakaway supports (refer to Road Design Manual) and do not require
guard rail protection. However, large cantilever or full-width guide sign gantries whose
foundations or vertical poles could easily cause significant vehicle damage in a crash
should be protected by guard rail (if on sloping ground) or concrete Jersey Barrier if the
C -
current shoulder is less than the minimum acceptable width for new construction (as per
y
Road Design Manual).
C
4.1.11.6 Overview – Longitudinal Placement
C
Longitudinal placement is the element of sign positioning that is the most flexible, but also one that
is highly critical relative to the ability of drivers to react to the message. Guidelines for the
Q
longitudinal placement are subject to the specific field and road conditions, particularly in urban
areas. The longitudinal placement along a road depends on the sign type, criticality of message
(e.g., speed reduction or stoppage required?), and manoeuvre required. Traffic sign positions are
moved longitudinally in many situations in order to:
 Improve visibility.
 Avoid blocking other signs.
 Improve roadside safety.
 Increase spacing between adjacent signs.
Longitudinal placement requirements differ by sign type. However, minimum longitudinal spacings
by different sign type are shown in Table 4-11, and reflect minimum distance needed for readability
at specific travel speeds.
Detail 5-1: Standard Regulatory Signs

op V1
Detail 5-2: Standard Advance Warning Signs
C -
y
C
C
Q
Detail 5-3: Hazard Warning Signs
Detail 5-4: Gore Hazard Marker Detail 5-5: Diagrammatic Warning Sign
Figure 4-2: Lateral and Vertical Positioning of Regulatory and Warning Signs
Detail 6-1: Street Name and Action Direction Signs

Detail 6-2: Route Marker and Gore Exit Direction Signs
op V1
C -
y
C
C
Q
Detail 6-3: Guide and General Information Signs (Post-Mounted)
Detail 6-4: Overhead Guide Signs
Figure 4-3: Lateral and Vertical Positioning of Guide Signs
Figure 4-4: Sign Orientation Angle

Table 4-10: Lateral and Vertical Positioning of Traffic Signs (Refer to Figures 4.3 and 4.4)
Minimum Maximum
Roadway Type Dimension Remarks
(millimetres) (millimetres)
A 600 3000
B 3600 9000
C 2100 2500 See Notes 5, 6, and 7
D 1600 2500 See Notes 7, 8, and 9
Freeway E 500 1600 See Notes 5, 6, and 8
Expressway F 2100 2500 See Note 5
Major Arterial G – 6000 See Note 10
Frontage H 50 –
I 1000 – See Note 11
op V1
J 9000 – See Note 13
K 6500 – See Note 12
L 1800 4200 See Note 10
A 450 1000
C - B 600 2000
y
C
C
D
2100
1900
2500
2500
See Notes 5, 6, and 7
See Notes 7, 8, and 9
Arterial E 1200 1600 See Notes 5, 6, and 8
Collector
C
Local F 2100 2500 See Note 5
G – 6000 See Note 10
I 600 – See Note 11
Q
K 6000 6500 See Note 12

L 1800 4200 See Note 10
NOTES:
1. Dimension letters refer to Figures 4-3 and 4-4.
2. If no dimension value is given in the table this means that the dimension concerned is variable.
3. Lateral dimension reference points are defined as follows:
X – Face of curb, guardrail, or barrier.
Y – Edge of pavement
Z – Edge of shoulder
4. For large, multipost signs with a breakaway post system, the minimum clearance between the underside of
the sign and the ground below it shall be 2250 millimetres. This will permit a standard vehicle striking the
post to pass under the sign panel.
5. In urban areas (assumed to be curbed but may sometimes not have curbs) vertical dimensions are the
minimum clearance from the bottom of the sign to the ground below.
6. Certain regulatory signs, principally the mandatory turn signs 322, 323, 326, 327, and 328 are commonly
located in front of drivers as they approach a turn. These signs should be mounted as per dimension “E”
rather than “C” if so doing will not create a visual obstruction.
7. When two signs of different classes are mounted on the same post a regulatory sign should be mounted
above an advance warning sign.
8. In rural areas (assumed to be uncurbed) vertical dimensions are measured up from the near side edge of
pavement elevation (Point Y). If the roadway is super elevated such that it rises in the direction of the sign,
the pavement surface slope shall be extended to the furthest edge of the sign and the vertical dimension
taken from that elevation.
9. The use of a mounting height of less than 2000 millimetres is not recommended for Dimension “D” for signs
with a single support unless the support is provided with a breakaway system.
10. The maximum value stated may be exceeded but individual detailed structural designs shall be provided for
all support structures.

11. When posts are required to be located behind a flexible beam guardrail, the minimum dimension shall be
checked for compatibility with the maximum deflection of the railing being used.
12. The minimum dimension given is the point of minimum clearance between the bottom of the sign support
structure and the pavement surface (including shoulder if sign is over shoulder) vertically below. Minimum
clearance will be 6.0 metres in urban areas and 6.5 metres for freeway / rural sections.
13. Optimal clear zone distance shown with no barriers. For bridges and special cases, DMAT will review and,
if appropriate, approve use of narrower dimensions.
Table 4-11: Minimum Longitudinal Sign Spacing Requirements – General
Type of Facility Type of Sign Recommended Minimum Longitudinal
Spacing Between Signs
Rural Arterial (non- Regulatory, Warning and 100 m
freeway/expressway), speeds under Smaller Guide Signs (1 m
80 km/h height or less)
op V1
Urban Arterial (non- Regulatory, Warning and 75 m
freeway/expressway), speeds under Smaller Guide Signs (1 m
80 km/h height or less)
Rural Arterial (non- Larger Guide and Regulatory 175 m
C -
freeway/expressway), speeds under Signs (Height > 1 m)
y
80 km/h
Urban Arterial (non-
C Larger Guide and Regulatory 150 m
freeway/expressway), speeds under Signs (Height > 1 m)
80 km/h
C
Freeways / Expressways (speeds 100 All Signs 200 m
km/h and under)
Q
Freeways / Expressways (speeds over All Signs 300 m (250 m for ground-mounted signs
100 km/h) located before or after overhead guide
signs)
4.1.11.7 Standards – Longitudinal Placement

1. General Regulatory Sign Placement Criteria. Regulatory signs shall be placed at the
location where their message is applied, except as noted in Paragraph 2 for advance
regulatory signage. These sign messages typically refer to one point (e.g., a STOP sign) or
remain in effect until another regulatory sign changes the requirement (e.g., a SPEED
LIMIT sign).
2. Advance Regulatory Signage. When regulatory signs are located in advance of the point of
application of the regulation, an accompanying distance referring to the point of application
shall be displayed, normally with a SUPPLEMENTARY PLATE sign.
3. Advance Warning Signs. Advance warning signs shall be provided at a minimum safe
stopping or speed reduction distance of the hazard or condition being signed. Table 4-16 in
Section 4.3 shall be used in order to determine the needed distances.
4. Hazard Marker Signage. Hazard marker signs shall be located in front of the hazard. If
there is traffic signage that appears in front of the hazard, the hazard marker shall be
placed below the traffic signage.
5. Directional Guide Signs shall be provided in advance of intersections, interchanges, and
exits to allow the motorist to make the necessary decisions and actions. Detailed guidelines
for advance distances and the sequencing order of freeway direction signs shall follow the
requirements included in Section 4.4 and the examples illustrated in Section 4.4 and in
Chapter 9.
6. Rural Longitudinal Spacing (except freeway and expressway) – Regulatory, Warning, and
Smaller Guide Signs. On rural roads, minimum longitudinal spacing between smaller signs
shall be 100 metres.

7. Urban Longitudinal Spacing (except freeway and expressway) – Regulatory, Warning, and
Smaller Guide Signs. On urban roads, minimum longitudinal spacing between smaller signs
shall be 75 metres.
8. Rural Longitudinal Spacing (except freeway and expressway) – Larger Guide and
Regulatory Signs. On rural roads, longitudinal spacing between larger signs shall be a
minimum of 150 metres.
9. Urban Longitudinal Spacing (except freeway and expressway) – Larger Guide and
Regulatory Signs. On urban roads, longitudinal spacing between larger signs shall be a
minimum of 175 metres.
10. Minimum Sign Separation on Freeways and Expressways. The minimum longitudinal
spacing between signs shall be 200 metres at design speeds under 100 km/h and 300
op V1
metres for design speeds over 100 km/h.
4.1.11.8 Guidance – Longitudinal Placement

1. As a general guide, regulatory signs are placed where the mandate/prohibition starts or
C -
applies. Regulatory signs may commonly be repeated along a section of road to improve
y
C
driver awareness of the application of the regulations. Advance notice of the regulation
(e.g., reduced speed zone ahead) may be provided through regulatory signing plus a
C
supplementary plate that identifies the distance ahead to the regulation being applied.
2. Warning signs are placed sufficiently far in advance of the condition being indicated on the
sign to allow adequate response time to the warning. The motorist must recognize the
Q
message, determine the appropriate response, and adjust his speed accordingly prior to
arriving at the hazard. The distance that an advance warning sign is located from the
hazard therefore varies with the speed at which the hazard can be safely negotiated and
with the speed of approach — the greater the speed reduction required, the greater the
longitudinal distance that the sign should be located in advance of the hazard.
3. Guide signs should be placed at regular positions that best guide the motorist to routes and
destinations of interest. The distance to a high speed exit is included on all overhead
advance guide signs. Whilst this distance does not need to be precise it is recommended
that distances displayed be rounded down to the nearest 100 metres below the actual
distance measured (see Section 4.4).
4. When there is competition from several signs for space along a road it is generally better
practice to increase distances between signs rather than to reduce the number of signs in
order to solve specific problems. However, when guide signs are involved, great care must
be exercised in the vicinity of minor side-road junctions to ensure that confusion is not
created as a result of a sign position. It is also often a better solution to a problem of
smaller, closely spaced signs to mount the signs on a common support, particularly if, as
may be the case with regulatory and warning signs, their messages are associated. In such
a case the regulatory sign should be mounted above the warning sign. The minimum
clearance requirement must be applied to the lower of the two signs.
5. Site and field staff must be trained to recognize potential sign placement problems. They
must have the authority initiative, and skill to adjust a sign position from that appearing on a
drawing in order to overcome local difficulties without creating an undesirable or unsafe
side effect.

4.1.11.9 Overview – Overhead Installations

Overhead traffic sign installations may be mounted to road bridges, overcrossing structures, or
support structures. The signs placed on overhead structures should be located directly over the
affected travel lane(s). Overhead structures and signs are typically provided on freeways,
expressways, multi-lane facilities, and heavily travelled roads.
4.1.11.10 Standards – Overhead Installations

Conditions for Using Overhead Signing. Overhead guide signs shall be used when one or more of
the following general conditions are present.
op V1
 All grade separated interchanges between through roadways
 All roadways with four or more lanes in one direction
 All roadways with three or more lanes in one direction and with peak-hour design-year one-
way traffic in excess of 1000 vehicles per hour

C -
Restricted sight distance, i.e., geometrics, truck percentages or elevation result in ability to
y

C
see signs within a 200 m distance (100 km/h or less) or 300 m distance (120 km/h or less)
Percentage of trucks of 10% or greater relative to traffic volume
 80 km/h or higher design or travel speeds (whichever is higher)
C
 Consistency of sign message location through a series of intersections
 Insufficient space for ground-mounted signs.
Q
4.1.12 Maintenance
Sign maintenance activities for DMAT and for Municipalities and other responsible entities should
consider proper position, cleanliness, legibility, and daytime and night-time visibility as discussed in
Section 4.1.7. Damaged or deteriorated signs, gates, or object markers should be replaced.
A general process for sign maintenance is shown in Figure 4-5.
To assure adequate maintenance, a schedule for inspecting (both day and night), cleaning, and
replacing signs, gates, and object markers should be established. Employees of highway, law
enforcement, and other public agencies whose duties require that they travel on the roadways
should be encouraged to report any damaged, deteriorated, or obscured signs, gates, or object
markers at the first opportunity.
Steps should be taken to see that weeds, trees, shrubs, and construction, maintenance, and utility
materials and equipment do not obscure the face of any sign or object marker.
A regular schedule of replacement of lighting elements for illuminated signs should be maintained.
4.1.12.1 Material Testing

The materials used in fabricating traffic signs should meet numerous minimum criteria based on
established field and laboratory testing methods.
The critical elements that should be tested and certified by an independent laboratory are
described below. The testing documentation and certification should be provided to the
Municipality at the time of material delivery by the material supplier or the traffic sign manufacturer

as appropriate. No materials should be accepted without the proper testing and accompanying
certificates.
A critical material involved in sign fabrication is the surface sheeting. This material conveys the
message to the motorist and must be tested for the following attributes:
 Retro-reflectivity – establishes acceptability of night-time visibility.

 Daytime Colour – assures proper colour and day time luminance within certain tolerances is
provided.
 Artificial Weathering – tests for premature cracking, scaling, curling, or delamination.
 Colour Fastness – tests colour conformance after material has been artificially weathered.
 Shrinkage – tests for material contraction when exposed to extreme temperatures.
op V1
 Flexibility – tests for material cracking after physical bending.
 Adhesion – assures that bonding capabilities meet minimum weight standards.
 Impact Resistance – tests the ability of material to withstand physical impacts.
C -
The sign suppliers and/or material manufacturer should provide documentation of the test results
y
C
for each shipment of signs to the DMAT, Municipality or appropriate entity, whether as part of a
separate purchase order or in terms of a separate road construction contract. The testing should
be conducted at independent laboratories.
C
4.1.12.2 Inventory
Q
An inventory of traffic signs should be maintained in a computerized database that is compatible

with DMAT’s GIS system and related data definitions/attributes. Updating of the database should
occur periodically to record the attributes of new installations, the results of inspections, and other
related activities. The database should be centrally maintained whereby the maintenance and
traffic engineering sections can access the inventory records. The inventory database should be
updated at a minimum of once per week with field work order forms used as the basis to record the
signing activities.
The data elements that should be collected for each sign include:
 Sign identification number.

 Sign type.
 Sign location – side-mounted or overhead.
 Sign dimension.
 Lateral placement.
 Sign orientation (cardinal direction of sign faces).
 Date of manufacture.
 Date of installation or replacement.
 Date and type of maintenance activity.
 Sheeting material type.
 Sheeting manufacturer.
 Retroreflectivity level.
 Name of sign fabricator.
Activities completed on a daily basis by the maintenance section should be recorded in the
inventory database. Record reports from the inventory should be used by the maintenance

op V1
C -
y
C
C
Q
personnel to locate specific signs requiring maintenance and then to record information about the
activities completed.
The computerized inventory for DMAT and each responsible entity responsible for maintaining
signage should provide the following capabilities:
 Menu screens whereby maintenance personnel without computer skills can readily access
the inventory plans.
 Day, month, and year of fabrication and installation.
 Collection of data for the following fields:
- Retroreflectivity levels for legend and background for all colours used.
- Type of maintenance activity.
- Date of maintenance activity.
- Sheeting manufacturer and sign fabricator.
Figure 4-5: General Process for Sign Maintenance
 Reporting capabilities to include these options:
- Reports directly from database.

- Sorting of inventory for special reports.
- Reports on known material deficiencies to support maintenance activities,
replacements, and budgets.

- Reports on high damage related locations.
 Structured maintenance and inspection report forms to guide the updates of inventory
records.
 Inventory database linkage between the maintenance and traffic engineering sections.
 Report selection menu to assist maintenance personnel in completing multiple field sorts
(i.e., regulatory signs installed prior to 1987).
 Date of installation, initial retro-reflectivity levels, and identification of test signs for newly
installed signs in inventory.
The inventory should be used to identify old signs and problematic sign locations, sign orientations
op V1
and sign types. These deficiencies should be rectified with the attributes of the new sign installation
recorded in the inventory. Deterioration characteristics should be determined by evaluating at what
age a sign typically fails to perform adequately. This determination should be completed for each
sign type, colour, material, location, orientation, or other critical element.
C -
Decisions on sign replacements should be systematically completed using the sign inventory. In-
y
C
service signs of certain ages, in particular areas, can be identified and replaced before gross
deficiencies occur. Scheduling and budgeting activities should be expedited as projections of sign
C
replacements can be made for future years based on sorting the database inventory on sign age,
condition, location, etc. and predicted sign life span. Inspection and sign cleaning activities should
be recorded for each individual sign to ensure complete system coverage.
Q
4.1.12.3 Inspection
Traffic signs should be inspected twice a year to evaluate:
 Appropriateness of the sign symbol or legend.

 Sign face condition considering cracking, delamination, colour, missing letters, etc.
 Vandalism
 Excessive dirt
 Poor legibility due to background contrast or low retro-reflectivity
 Structural integrity of support system
Trained field technicians should perform the inspections. Inspections for legibility and
retroreflective levels should be performed at night using vehicle head lamps in the low beam
position. The night-time legibility inspections should be completed by no less than two-person
crews so that driving and observation tasks can be completed safely.
Specific training should be provided to perform the evaluation of colour-fastness and retro-
reflectivity. Each training program requires the acquisition of signs in varying degrees of
deteriorated condition.
Five sample signs for the training of field technicians to inspect retro-reflectivity of in-services signs
are needed. A retro-reflectometer should be used to determine the coefficient of retro-reflectivity.
The sample sign should reflect the values shown in Table 4-12.

Table 4-12: Basis of Sample Sign Ratings

Percent of Performance Specification for New Material Subjective Rating
> 100% Excellent
80 – 100% Good
60 – 80% Fair
50 – 60% Poor
< 50% Unacceptable
Subjective rating of excellent, good, fair, poor, and unacceptable should be assigned to each sign
sample. The field technicians should be trained using the sample signs of known retroreflective
op V1
condition. All traffic signs should be inspected by the trained personnel at night with the resultant
rating (i.e., excellent, good, fair, poor, unacceptable) recorded in the sign inventory database.
All signing personnel who frequently drive the roadways should be instructed / trained to report any
C -
obstructed, damaged or otherwise deficient sign.
y
C
The following procedures should be used to inspect the purchase and in-service performance of
retroreflective sheeting. It is the sheeting that provides for the night-time legibility of traffic signs,
C
and therefore, rigorous inspection of the sheeting performance is of paramount importance.
All new traffic signs should be measured for retro-reflectivity (RA) levels using a retro-reflectometer
Q
in the sign storage area or shop prior to installation. Four RA readings should be taken on each
sign face for each colour and the averages of the readings should be handwritten, using a marker
or grease pencil, on the back of the sign panel. Signs that do not provide the required minimum RA
for a particular colour and sheeting type should be rejected. The work order used to direct the
installation of the new traffic sign should also be used to record the average RA value for each
colour. The completed work order or handing-over documents should then be returned and a copy
provided to the traffic section who will then record the sign attributes, including the RA reading, in
the inventory database. This procedure provides for an inspection of the new sheeting materials
and also transfers that information with the other sign attributes into the inventory database.
While it is not yet cost or time feasible to measure the RA value for all in-service traffic signs, a
sampling of identified test signs will provide an excellent basis for establishing the deterioration
trends of the sheeting material by colour and type. The test sign program will include in-service
side-mounted and overhead signs.
Test signs should be selected based on the following criteria:
 All new signs should use appropriate retroreflective sheeting as approved by the owning
authority.
 Blue, green, brown, white, and red are the main background colours used for critical
regulatory, warning, and guide signs.
 Three road types including local, arterial, and freeway should be sampled.
 Orientation to the sun is particularly critical for south facing signs. Signs facing in other
directions (i.e., east, west, and north) typically all deteriorate at similar slower rates.
Approximately 50 new traffic signs per sampling cell should be identified as rest signs. The
sampling plan is described Table 4-13.

Table 4-13: Number of Test Signs

Number of Test Signs
Sheeting Local Roads Arterials Freeways
Colour Total
South Other South Other South Other
Facing Directions Facing Directions Facing Directions
Blue NA NA NA NA 50 100
Green NA NA 50 50 50 50 200
White 50 50 50 50 50 50 300
Red 50 50 50 50 50 50 300
NA – Not applicable Total 900
op V1
Prior to installation, as with all traffic signs, the test signs should be measured for initial RA values.
The average RA value should be marked on the back of the sign panel with the date of fabrication
and a marking, such as “T”, for test sign. The work order for installation should be returned from
C -
the field with the date of fabrication, RA value, and the test sign identification recorded. This
y
C
information should then be recorded in the sign inventory database. Twice per year the inventory
should be sorted on the test sign identification field and a print out of all test signs should be
C
provided to the maintenance section. RA readings should be taken on every test sign and recorded
in the database. Deficiencies should be noted.
Q
If a particular group of test signs, such as many or all red south facing signs have failed to meet the
in-service performance requirement, then it can be expected that the entire or a large percentage
of the total population may require replacement. As the test sign program continues deterioration
trends should be established for each sign background colour and projections for when signs will
need to be replaced can be made. Replacement of traffic signs will then become systematized
based on the actual deterioration experienced in Abu Dhabi. As test signs are removed from the
field, new test signs of the same sampling attributes should be introduced.
4.1.12.4 Field Repairs

Minor sign damage which does not impair legibility should be repaired in the field. Minor damage
typically includes post straightening, dents, scratches, mounting hardware replacement, sign face
overlays, sign knock down, etc. If the damage impairs, in any manner, the visibility and/or sheeting
colour and cannot be satisfactorily repaired, then the sign should be replaced. The signing
personnel must determine in the field if a sign can be adequately repaired or if a new sign is
required.
4.1.12.5 Clearing
Tree foliage, brush, bushes, weeds, and grass should be cleared as necessary to restore full
visibility of the sign face to approaching traffic. Even where the visibility of the sign face is not
blocked, vegetation control should be provided to avoid damage to the sign support structure.
During the clearing and other maintenance/construction activities, agency equipment should not be
parked in the visibility line of the sign face. Vegetation growth that will occur in future years should
be considered by the inspectors. Trimming foliage should be included in the regular maintenance
activities. Signs placed low to the ground must be carefully placed to reduce the potential for
blockage.

In addition, up to three cleanings per year necessary for signs in industrial areas, signs located
close to payment edge, signs in work zones, and signs in tunnels or other areas exposed directly
to vehicles exhausts. All solvents and detergents used in sign cleaning should be approved for use
by the sheeting manufacturer.
Table 4-14: Sign Cleaning Frequency

Road Type Number of Cleanings Per Year
Local and Collectors 1
Freeway and Expressways 2
Arterials 3
op V1
4.1.12.6 Refurbishing/Recycling
The reuse of recycling of sign materials should be pursued to the greatest extent possible.
Alternatively, sign panels should be sent to vendors for stripping the old sheeting material and then
C -
to the sign fabricator who could credit the DMAT, Municipality, or other sign-owning entity for
y
C
supplying the panel materials. Alternatively, the sign panels could be sent to a salvage vendor who
purchases the scrap aluminium at market rate. The sign post and hardware can also be
refurbished or recycled.
C
4.1.12.7 Replacement
Q
A systematic approach to sign materials should be pursued. All signs damaged as a result of
vehicular accident, vandalism or other physical occurrences should be replaced immediately since
the sign legend/symbol is typically impacted. Signs requiring action due to poor retro-reflectivity,
colour fade, de-lamination, cracking, etc. should be programmed for replacement under a
systematized schedule not exceeding six months from the date of deficiency determination or
inspection.
Sign replacements should be initiated by the following reports:
 Sign/Roadway Inspector’s report (including inspections required by inventory database

reports)
 Accident report from the Abu Dhabi Police
 Report based on public supplied information
 Report based on field personnel supplied information
Coordination between units, sections, departments, the public, and the police department should
be maintained. No less than three squads should be available for sign replacement and other sign
maintenance activities.
4.1.12.8 Vandalism
The defacement and destruction of road signs typically is the result of graffiti, splashed or sprays of
paint, bending of sign panel or post, theft of sign, and repositioning or reorientation of directional
signs. These occurrences must be addressed immediately since the legend and/or symbol of the
sign may be covered or misdirected. All signing personnel should be requested to report these
deficiencies. The following actions should be taken in areas with high occurrences of sign
vandalism.

 Use of vandal-resistant sheeting

 Use of easily replaceable sign faces
 Use of vandal-resistant hardware
 Use of anchor roads or cleats to prevent post rotation or removal
 Placement of signs away from pavement edge and above reach by pedestrians
 Use of special cleaning solutions
4.1.12.9 Storage
The storage of fabricated signs must be completed in a proper manner. Signs should be stored
vertically in racks with cardboard or paper sheets separating each panel. Less damage to the sign
op V1
sheeting will occur is the signs are not stacked but are stored vertically. Rack storage also requires
fewer spaces in the sign shop. Signs should always be stored indoors in a well-ventilated building.
Preferable temperature for sign storage ranges from 25° to 30°C.
4.2 Regulatory Signage, Barricade, and Gates

C -
y
4.2.1 Overview
C
Regulatory signs are used to control the actions of road users. They indicate what road users must
C
do and what they must not do. Failure to obey a regulatory sign, unless directed otherwise by a
traffic officer, constitutes an offense and is punishable by law. For this reason it is important that
Q
those who erect regulatory signs do so with a clear knowledge of other regulatory signs in the
vicinity in order to avoid conflicting regulatory messages being presented to road users.
Regulatory signs must be easy to understand, difficult to misinterpret and easy to enforce without
argument. To this end symbols are recommended whenever possible rather words to pass on
regulatory messages. The use of exclusive shapes for regulatory signs such as the octagon for the
STOP sign and the inverted triangle for the GIVE WAY sign, together with the reserved use of a
circular shape for most other regulatory signs ensures that their function can be instantly
recognized by road users.
The significance or meaning of each individual regulatory sign is given in subsequent sections of
this chapter. It should be clearly understood that a regulatory sign, once erected applies for 24
hours a day and to all road users approaching the sign. However, it should be noted that in certain
instances one regulatory message may be accorded priority over another regulatory message,
where specifically indicated in the standards presented in this Chapter. If it is required to modify
either or both of these two factors, the sign must be altered in some way. This can be achieved by
either:
 Qualifying the meaning of the sign with a QUALIFICATION PLATE, or

 Use of a variable message sign
The use of a QUALIFICATION PLATE below a regulatory sign may qualify the meaning of the sign
in a number of ways:
 By indicating the time(s) of the day that the sign is operational e.g. a NO STOPPING sign
required to operate only during peak hours should display a plate with the appropriate times
of the peak periods indicated below the NO STOPPING sign, or

 By showing that a specific class of vehicle is obliged or prohibited from taking some action
while the rest of road users are not e.g. A TURN RIGHT ONLY sign required to apply to
goods vehicles below the TURN RIGHT ONLY sign. For the purposes of discussion in this
Manual the term “goods vehicle” will be used throughout to cover all vehicles previously
discussed as “goods vehicles,” “heavy vehicles,” and “trucks.” If the reference is primarily
directed at goods vehicles with a gross vehicle mass of greater than, say, 10 tonnes, the
term may be modified to “heavy goods vehicle” for discussion purposes only but this has no
specific legal connotation.
It is also possible to add information to a regulatory sign which does not modify its application but
simply gives road users additional information about its operation. Examples of such applications
op V1
are:
 If a speed limit is reduced in the vicinity of a school, a SPEED LIMIT sign may have a
SUPPLEMENTARY PLATE indicating “SCHOOL”, or
 If an advance warning sign is considered necessary before the introduction of a regulatory
C -
sign (e.g., STOP, NO OVERTAKING or GIVE WAY sign) and an appropriate warning sign
y
C
is not available, a SUPPLEMENTARY PLATE may be displayed below the regulatory sign
indicating the distance to the start of the regulation; a second regulatory sign, without such
C
a plate, must be placed at the point from which the regulation is to apply.
4.2.2 Function of Regulatory Signage

Q
4.2.2.1 Standards
1. Purpose of Regulatory Signage. Regulatory signs shall be used to inform road users of
selected traffic laws or regulations and indicate the applicability of the legal requirements.
2. Installation of Regulatory Signage. Regulatory signs shall be installed at or near where the
regulations apply. The signs shall clearly indicate the requirements imposed by the
regulations and shall be designed and installed to provide adequate visibility and legibility
consistent with the requirements of Section 4.1 and those contained in Section 4.2 in order
to obtain compliance.
3. Rules of the Road. The Rules of the Road defined in the Abu Dhabi Road Regulation shall
be considered an integral part of this Manual by reference.
4. Supplementary function. Regulatory signs shall supplement the Rules of the Road in order
to provide additional controls to road user actions as required or prohibited by such signs.
5. Existence of general laws or regulations in the interest of road safety. Regulatory signs
shall provide maximum and minimum speed limits, and traffic movement controls (i.e. stop,
give way signs) in the interests of good traffic order and operational efficiency.
6. Indication of changes in levels of control. Regulatory signs shall be able to indicate a
change in the general levels of control existing for road users, e.g. by the introduction of NO
OVERTAKING, NO PARKING, or other restrictions
7. Single message per sign. In order to maintain the clarity of message required of regulatory
signs only one symbol shall be used on a sign except where specifically identified in this
Manual. If two messages are required at a single location, two signs shall be used. No
more than two regulatory signs shall be provided in a single location.
8. Signing Subclassifications. In order to assist in the understanding of the different functions
of different types of regulatory sign, the class shall be further sub-divided as follows:

a. Control Signs – assign priority right of way or direction of travel.

b. Mandatory Signs – indicate actions that must be taken.
c. Prohibitory Signs – indicate prohibited action or objects.
d. Reservation Signs – regulate the use of various facilities reserved for specific
classes of vehicle e.g. bus lane, or driver actions e.g. parking.
e. Comprehensive Signs – indicate limits of roads classified as expressways or
freeways and neighbourhood areas.
4.2.2.2 Guidelines
1. In erecting regulatory signs, DMAT or the appropriate road operating entity must seek the
objective of only providing so many regulatory signs as is necessary, with adequate levels
op V1
of enforcement, to ensure the safe and orderly movement of traffic. The provision of too
many regulatory signs will result in disrespect for the signing system by road users and a
failure to achieve the desired objective.
2. It should be the objective of any specific regulatory sign to transfer the required message to
C -
the intended road users as clearly and as quickly as possible with a minimum impact on the
y
C
complexity of the driving task. In order to achieve this objective regulatory signs must be of
adequate size, and must be correctly positioned to attract the attention of road users.
C
3. Many regulatory signs in the classes described in Section 4.2.2.1, Paragraph 8 (Signing
Subclassifications) may also be used at roadworks. The roadworks signs universally use a
black symbol on a yellow background with the exception of any control signs used at
Q
roadworks which retain the colours shown in the following sections.

4. All classes of regulatory sign apply on a 24-hour basis unless otherwise indicated by a
secondary message. Signs in all classes may also have a QUALIFICATION PLATE or
SUPPLEMENTARY PLATE located below the regulatory sign as documented later in this
section.
5. In working with regulatory signs it often helps to consider the way in which the function of
an individual sign message is indicated. This function can be considered as exercising
control or restriction in one of three ways as follows:
a. By imposing a restrictive “limit,” e.g., an upper mass limit.
b. By requiring or prohibiting a particular “action,” e.g., a turn.
c. By controlling a particular type of “object” (indicated by a pictogram or symbol of the
“object”), e.g. a goods vehicle.
4.2.3 Design of Regulatory Signs
4.2.3.1 Shape and Size of Regulatory Signs – Standards

1. Standard Shapes. Standard sign shapes for regulatory signs shall be consistent with those
shown in Section 4.1.8.1. Other shapes shall not be used except as approved by the
DMAT.
2. Size Requirements. Regulatory signage shall be consistent with the visibility and size
requirements shown in Section 4.1.8.3.
4.2.3.2 Visibility of Regulatory Signs - Standards

1. Retro-reflectivity. Regulatory signs shall be retroreflective or illuminated as per the
requirements of Section 4.1.7 of this Manual, in order to show the same shape and similar

colour by both day and night, unless specifically stated otherwise in this Section 4.2 for a
particular sign or group of signs.
2. Illumination by Street or Road Lighting. The requirements for sign illumination shall not be
considered to be satisfied by street or road lighting.
4.2.4 Control Signs at Intersections and Pedestrian Crossings
4.2.4.1 General Overview

The Abu Dhabi Road Regulation establishes the right-of-way rule at intersections having no
regulatory traffic control signs such that the driver of a vehicle approaching an intersection must
yield the right-of-way to any vehicle or pedestrian already in the intersection. This section
op V1
addressed two control signs and related supplemental plates that may be used in this regard:
 STOP Sign (301)

 ALL WAY Supplemental Plate (301SP)

C -
GIVE WAY Sign (302)
y

C
PEDESTRIAN Supplemental Plate (303)
When two vehicles approach an intersection from different streets or roads at approximately the
C
same time, the right-of-way rule requires the driver of the vehicle on the left to yield the right-of-way
to the vehicle on the right.
Q
Right-of-way is modified through the placement of control signs, including STOP (see Section
4.2.4.4-4.2.4.6) or GIVE WAY (see Section 4.2.4.7-4.2.4.9) signs on one or more intersection
approaches. Sections 4.2.4.4-4.2.4.6 address single-approach and multi-way stop control at
intersections.
4.2.4.2 General Standards

1. Use of Control Signs With Traffic Signals. STOP and GIVE WAY control signs shall not be
used in conjunction with any traffic control signal operation, except in the following cases:
a. If the signal indication for an approach shows a flashing red signal at all times;
b. If a minor street or driveway is located within or adjacent to the area controlled by
the traffic control signal, but does not require separate traffic signal control because
an extremely low potential for conflict exists; or
c. If a channelized turn lane is separated from the adjacent travel lanes by an island
and the channelized turn lane is not controlled by a traffic control signal.
2. Mixing STOP and GIVE WAY Signs at the Same Intersection. Except where indicated
elsewhere in Section 4.2.4, STOP signs and GIVE WAY signs shall not be installed on
different approaches to the same unsignalized intersection if those approaches conflict with
or oppose each other.
3. Portable or Part Time Control Signage. Portable or part-time STOP or GIVE WAY signs
shall not be used except for emergency and temporary traffic control zone purposes as
specified in Section 11 of this Manual.
4. Use of Portable Stop Signs During Power Outages at Traffic Signals. A portable or part-
time (folding) STOP sign that is manually placed into view and manually removed from view
shall not be used during a power outage to control a signalized approach unless the DMAT
or other maintaining agency establishes that the signal indication that will first be displayed

to that approach upon restoration of power is a flashing red signal indication and that the
portable STOP sign will be manually removed from view prior to stop-and-go operation of
the traffic control signal.
4.2.4.3 General Guidance

1. Engineering judgment should be used to establish intersection control. The following factors
should be considered:
a. Vehicular, bicycle, and pedestrian traffic volumes on all approaches;

b. Number and angle of approaches;
c. Approach speeds;
op V1
d. Sight distance available on each approach; and
e. Reported crash experience.
2. GIVE WAY or STOP signs should be used at an intersection if one or more of the following
conditions exist:
C -
y
C
a. An intersection of a less important (side) road with a main road where visibility of the
main road from the side road is limited
C
b. All approaches to the intersection have limited sight distance and stop signs are
required to create gaps in traffic flow such that vehicles on all approaches have safe
access through the intersection (requirement for 4-way stop)
Q
3. In addition, the use of GIVE WAY or STOP signs should be considered at the intersection
of two minor streets or local roads where the intersection has more than three approaches
and where one or more of the following conditions exist:
a. The combined vehicular, bicycle, and pedestrian volume entering the intersection
from all approaches averages more than 2,000 units per day;
b. The ability to see conflicting traffic on an approach is not sufficient to allow a road
user to stop or yield in compliance with the normal right-of-way rule if such stopping
or yielding is necessary; and/or
c. Crash records indicate that five or more crashes that involve the failure to yield the
right-of-way at the intersection under the normal right-of-way rule have been
reported within a 3-year period, or that three or more such crashes have been
reported within a 2-year period.
4. GIVE WAY or STOP signs should not be used for speed control.
5. Once the decision has been made to control an intersection, the decision regarding the
appropriate roadway to control should be based on engineering judgment. In most cases,
the roadway carrying the lowest volume of traffic should be controlled.
6. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in
advance of the crosswalk line nearest to the approaching traffic.
7. The GIVE WAY sign with SUPPLEMENTAL PEDESTRIAN PLATE (as discussed in
Section 4.2.4.5 below) should be installed in advance of the crosswalk line nearest to the
approaching traffic, except as follows:
a. At roundabouts (See Section 4.2.5), where there is a marked crosswalk at the

intersection

b. At signalized pedestrian (zebra) crossings.
8. A GIVE WAY or STOP sign should not be installed on the higher volume roadway unless
justified by an engineering study.
9. Other criteria that may be considered in an engineering study include:
a. The need to control left-turn conflicts;

b. The need to control vehicle/pedestrian conflicts near locations
that generate high pedestrian volumes;
c. Locations where a road user, after stopping, cannot see
conflicting traffic and is not able to negotiate the intersection
unless conflicting cross traffic is also required to stop; and
op V1
d. An intersection of two residential neighbourhood collector
(through) streets of similar design and operating Sign 301
characteristics where multi-way stop control would improve
traffic operational characteristics of the intersection.
C -
y
C
4.2.4.4 Stop Sign 301 and All Way Supplemental Plate 301SP
4.2.4.4.1 Description
C
The STOP Sign (301) requires the driver of a vehicle to come to a full and complete stop with such
vehicle at the STOP LINE (Marking 601, discussed in Chapter 5) and that the driver must wait until
Q
other vehicles with the right-of-way have cleared the intersection and there is a safe gap of traffic in
which to proceed through the intersection.
4.2.4.4.2 Standards
1. Warrant for use. The STOP sign shall only be used if it is conclusively determined through
engineering analysis (see Sections 4.2.4.2 and 4.2.4.3) that the driver must come to a full
stop on the approach in order to safely pass through the intersection. GIVE WAY signs
(Sign 302) are to be considered when full stops are not required to safely enter the Main
Road.
2. Appearance. STOP sign 301 shall utilize the octagon shape consistent with Section 4.1.8.1
and have a red background with a white border and white legend, containing both Arabic
and English text for “Stop”. Other legends shall not be used on STOP sign faces.
3. General Placement and Visibility. STOP sign placement shall be consistent with the
General Standards presented in Section 4.2.4.2, and shall be based on engineering
judgment and warrants based on the General Guidance provided in Section 4.2.4.3 and
below in the Guidance found in Section 4.2.4.4.3.
4. Location. STOP sign 301 shall be located on the right side of the intersecting side street
between 3 and 15 meters in advance of the near-side edge of the crossroad (see Figure
4-6). A second STOP sign 301 should be similarly located on the left side of the roadway
when the side street is a one-way street with two or more lanes, and a central island or
median exists.
5. Freeways and Expressways. STOP signs shall not be placed on through freeways or
expressways at any location, without prior “END OF FREEWAY” notification (Sign 398.2)
and only then if there is termination of the facility at an at-grade intersection.
6. Use at Locations with Other Traffic Control. STOP signs shall not be used at a junction
having a traffic signal or a GIVE WAY sign 302 controlling another approach.

7. Multi-Way Stop Control. Only at intersections where all approaches are controlled by STOP
signs, an ALL WAY supplemental plaque (Sign 301SP) shall be mounted below each
STOP sign. The ALL WAY plaque shall have a white legend and border on a red
background with the text “All Way” in the equivalent Arabic as well as English.
Sign 301SP
op V1
8. Other Supplemental Plaques. Supplemental plaques with legends such as 2-WAY, 3-WAY,
4-WAY, or other numbers of ways shall not be used with STOP signs.
9. Mounting of Signs. Signs shall meet the sign installation requirements of Section 4.1.10.5,
meeting at least the minimum clearance requirement “C” for Arterial / Collector / Local
C -
routes as stipulated in Section 4.1.10 and dimension “D” if an ALL WAY supplementary
y
C
plaque 301SP is mounted below the STOP sign.
C
Q

Figure 4-6: Longitudinal Position of Stop Sign 301 and Give Way Sign 302
4.2.4.4.3 Guidance
1. Where at grade intersections are temporarily justified for local traffic in sparsely populated
areas, STOP signs should be used on the entering roadways to protect the through traffic.
2. STOP signs may also be required at the end of diverging roadways at the intersection with
other highways not designed as expressways. In most of these cases, the speeds will not
warrant any great increase in the sign sizes.
3. The use of STOP signs on the minor-street approaches should be considered if
engineering judgment indicates that a stop is always required because of one or more of
the following conditions:
op V1
a. The vehicular traffic volumes on the through street or road exceed 6,000 vehicles
per day;
b. A restricted view exists that requires road users to stop in order to adequately
C -
observe conflicting traffic on the through street or road; and/or
y
c. Crash records indicate that three or more crashes that are susceptible to correction
C
by the installation of a STOP sign have been reported within a 12-month period, or
that five or more such crashes have been reported within a 2-year period. Such
C
crashes include right-angle collisions involving road users on the minor-street
approach failing to yield the right-of-way to traffic on the through street or road.
Q
4. The decision to install multi-way stop control (requiring the ALL WAY supplemental plate
below each stop sign) should be based on an engineering study. The following criteria
should be considered in the engineering study for a multi-way STOP sign installation:
a. Where traffic control signals are justified, the multi-way stop is an interim measure
that can be installed quickly to control traffic while arrangements are being made for
the installation of the traffic control signal.
b. Five or more reported crashes in a 12-month period that are susceptible to
correction by a multi-way stop installation. Such crashes include right-turn and left-
turn collisions as well as right-angle collisions.
c. The vehicular volume entering the intersection from the major street approaches
(total of both approaches) meets one or more of the
following:
i. Averages at least 300 vehicles per hour for any 8

hours of an average day; and
ii. Combined vehicular, pedestrian, and bicycle
volume entering the intersection from the minor
street approaches (total of both approaches)
averages at least 200 units per hour for the same
8 hours, with an average delay to minor-street
vehicular traffic of at least 30 seconds per vehicle
during the highest hour.
d. If the 85th-percentile approach speed of the major-street

traffic exceeds 70 km/h, the minimum vehicular volume Sign 301 / 301SP
warrants are 70 percent of the values provided in Item “c”

above.
e. If all criteria in “b: and “c” above are found to be 80 percent of the minimum values
shown, item “d” need not be considered in warranting the stop or give way signs.
5. Prior to the application of the warrants in Section 4.2.4.3 and in Paragraphs 3 and 4 above,
consideration should be given to less restrictive measures, such as GIVE WAY sign 302
(Section 4.2.4.5), where a full stop is not necessary if there is sufficient gap for the vehicle
to enter the intersection or merge with other traffic.
6. Periodic reviews of existing STOP sign installations may be desirable to determine whether,
because of changed conditions, the use of less restrictive control or no control could
accommodate traffic demands safely and more effectively.
op V1
7. The design and application of Flashing Red Stop Beacons are described in the TSES
Manual.
4.2.4.5 Give Way Sign 302 and Pedestrian Supplemental Plate 303
4.2.4.5.1 Description C -
y
C
The GIVE WAY Sign (302) requires that the driver of a vehicle yield the right-of-way at a GIVE
WAY pavement marking (602), in Chapter 5 of this Manual, to all traffic on the roadway intersecting
C
the roadway on which he is travelling, where such traffic is so close as to constitute a danger or
potential danger. Vehicles controlled by a GIVE WAY sign need to slow down to a speed that is
Q
reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting
traffic. A GIVE WAY sign may also require the driver to yield to pedestrians within a pedestrian
crossing, when accompanied by a PEDESTRIAN SUPPLEMENTAL PLATE (Sign 303) mounted
below the sign.
Sign 302 Sign 303
4.2.4.5.2 Standards
1. Purpose. The GIVE WAY sign shall be used where it is necessary
to limit access into an intersection on a specific approach but that it
is not required for the driver to come to a complete stop. If the
location is at a pedestrian crosswalk, the sign shall be
accompanied by a PEDESTRIAN SUPPLEMENTAL PLATE (Sign
303) mounted directly below.
2. Appearance. Sign 302 shall be a downward-pointing equilateral
triangle with a wide red border and no legend on a white
background. Some existing GIVE WAY signs have Arabic and Sign 302 / 303

English “Give Way” text in black within the sign. Replacement of these signs shall be with
the sign as described in this standard. Sign 303 shall consist of a white pedestrian symbol
on a red rectangular sign plate surrounded by a white border.
3. General Placement and Visibility. GIVE WAY sign placement shall be consistent with the
General Standards presented in Section 4.2.4.2, and shall be based on engineering
judgment and warrants based on the General Guidance provided in Section 4.2.4.3 and
below in the Guidance found in Section 4.2.4.5.3.
4. Location. GIVE WAY sign 302 shall be located on the on the right side of the intersecting
side street between 3 and 15 meters in advance of the near side edge of the crossroad
(refer to Figure 4-6 in Section 4.2.4.4.2 above, which addresses both STOP and GIVE
WAY sign locations). A second GIVE WAY sign 302 shall be similarly located on the left
op V1
side of the roadway when the street is a one way street with two or more lanes and a
central island or median.
5. Location (Pedestrian Crossing). If the sign 302/303 combination is required to permit
pedestrians to cross the road, the sign shall be located on the right side of the roadway 3
C -
meters in advance of GIVE WAY pavement marking 602. GIVE WAY pavement marking
y
C
602 shall be a minimum of 3 meters in advance of PEDESTRIAN CROSSING pavement
marking 603. A second sign 302/303 combination should be provided on the left side of the
roadway when a median island or other central island is provided in advance of the
C
pedestrian crossing.
6. Mounting of Signs. Signs shall meet the sign installation requirements of Section 4.1.10.5,
Q
meeting at least the minimum clearance requirement “C” for Arterial / Collector / Local
routes as stipulated in Section 4.1.10 and dimension “D” if PEDESTRIAN supplementary
sign 303 is mounted below the GIVE WAY sign.
7. Use at Locations with Other Traffic Control. A GIVE WAY sign shall not be used at a
junction having a STOP sign controlling another approach.
8. Freeways and Expressways. A GIVE WAY sign shall not be used to control free-flow
merging situations at expressway or freeway on-ramps or at right turning roadways at at-
grade junctions when these are provided with appropriately designed full acceleration
lanes.
9. Installation on All Approaches. With the exception of roundabouts (see Section 4.2.5), GIVE
WAY signs shall not be provided on all approaches to an intersection; engineering studies
shall determine which approaches require the signs based on the guidance in Section
4.2.4.4.3 and below in Section 4.2.4.5.4.
10. Roundabout Exceptions for Pedestrian Crossings. The Sign 602/603 combination signs
shall not be used in advance of crosswalks that cross an approach to or departure from a
roundabout.
4.2.4.5.3 Guidance
1. GIVE WAY signs may be installed, based on the engineering assessment as per Paragraph
2 below:
a. On the approaches to a through street or road where conditions are such that a full
stop is not always required.
b. At the second crossroad of a divided road, where the median width at the
intersection is 10 m or greater. In this case, a STOP or YIELD sign may be installed
at the entrance to the first roadway of a divided road, and a YIELD sign may be
installed at the entrance to the second roadway.

c. At an intersection where a special problem exists and where engineering judgment

indicates the problem to be susceptible to correction by the use of the GIVE WAY
sign.
d. Facing the entering roadway for a merge-type movement if engineering judgment
indicates that control is needed because acceleration geometry and/or sight
distance is not adequate for merging traffic operation.
e. Where a channelized right turn lane is provided that is separated from the adjacent
travel lanes by an island, even if the adjacent lanes at the intersection are controlled
by a road traffic control signal or by a STOP sign.
2. GIVE WAY sign 302 is recommended for use to establish priority of right-of-way as follows:
op V1
a. On approach roadways to roundabouts (see also Section 4.2.5 below),
b. On the minor approach to other junctions when all of the following conditions exist:
i. The total minor road approach traffic volume using the junction in 24 hours
C -
exceeds 200 vehicles (may be left uncontrolled if only this condition is not
y
met).
C
ii. The minor approach intersects the major roadway at 90°, plus or minus 20°.
iii. The sight distance available is equal to or greater than the values given in
C
Section 4.1.8.3.
iv. The curbs or junction edge alignment permits right turning vehicles to
Q
negotiate the junction safely at speeds in excess of 20 km/h.
3. STOP sign 301 should be used if any of the above conditions in paragraph 1 are not met.
4. Relative to Section 4.2.4.5.2, Paragraph 5, pavement marking 602 should be placed 6 m to
20 m in advance of the nearest crosswalk line (pavement marking 603), and parking should
be prohibited in the area between the GIVE WAY marking (602) and the nearest crosswalk
marking (603).
4.2.5 Regulatory Signing at Intersections or Pedestrian Crossings

Roundabouts are commonly used to implement continuous-flow operations at junctions between
major and minor arterial streets, as well as between freeway access ramps and major arterial
routes. Larger diameter roundabouts serve as junctions in rural areas between major expressways.
In some cases, roundabouts may be signalized on specific approaches. These conditions are
addressed in Chapter 9 of the TSES Manual.
Control signage at roundabouts consists of two types:
 Use of GIVE WAY Sign (302) on approaches to the roundabout

 ROUNDABOUT Sign (329) showing the direction and orientation of travel in the roundabout
Guide signage as discussed in Section 4.4 provides advance directional information as well as
“countdown signage” to the roundabout along high-speed approaches.


1. Stop Sign Restrictions for Roundabouts. STOP sign 301 shall not be
used on approaches to any roundabout.
2. Pedestrian Crossings on Roundabout Approaches/Departures. As per
Section 4.2.4.5.2, Paragraph 6, combination GIVE WAY and
PEDESTRIAN SUPPLEMENTARY PLATE signs 302/303 shall not be
Sign 302/329
used for pedestrian crossings either entering or departing a Combination
roundabout.
4.2.5.3 Application of GIVE WAY Sign 302 and Roundabout Sign 329
op V1
On each approach to a roundabout, the motorists in the approach are required to give way to the
traffic already in the roundabout. In order to reinforce this requirement,
a GIVE WAY sign (302) is installed on each approach. For those
C -
y
approaches where it is not clear that the junction ahead is a
C
roundabout, based on engineering review and judgment, a
ROUNDABOUT sign (329) is mounted beneath the GIVE WAY sign on
C
the same sign post. This is frequently accompanied by an advance
ROUNDABOUT AHEAD warning sign (Sign 407) as presented in
Section 4.3.
Q
Sign 329
4.2.5.3.2 Standards
1. Approach Signing. All roundabout approaches require a GIVE WAY sign (302) meeting the
installation requirements presented in Section 4.2.4.5.2.
2. Roundabout Signing. Where engineering review determines that additional information on
the roundabout operation is required, a ROUNDABOUT sign (329) shall be mounted below
the GIVE WAY sign on the same post, with the bottom of the ROUNDABOUT sign meeting
the sign installation requirements of Section 4.1.10.5, and meeting at least the minimum
clearance requirement “D” for Arterial/ Collector/Local routes as stipulated in Section
4.1.10.
3. Appearance – Roundabout Sign. ROUNDABOUT sign 329 shall be of a circular shape, and
have a blue background with white arrow symbols and a thin white border.
4.2.5.3.3 Guidelines
1. As discussed in Section 4.2.4, GIVE WAY signs are not used in conjunction with the
PEDESTRIAN SUPPLEMENTAL PLATE either in advance of pedestrian crossings on the
roundabout approach, or ahead of pedestrian crossings at the exits of roundabouts.
2. All roundabouts currently operate in a counter clockwise fashion in Abu Dhabi Emirate, and
thus there are not expected to be other variants on Sign 329.
Because the primary regulatory control display is the GIVE WAY sign, the GIVE WAY sign
should always be larger than the ROUNDABOUT sign if both are mounted together as per
the above direction. As per Section 4.1.8, GIVE WAY signs are to be sized similarly to
advance warning signs. Thus, if the GIVE WAY sign is 1200 mm in height, the
ROUNDABOUT sign should be 900 mm in diameter.

3. Table 2-4 shows the relationship in size between warning signs (including GIVE WAY signs
and regulatory signs at specific operating speeds, and should be used in a similar fashion
for the Sign 302/329 combination.
4.2.6 Movement Control, Mandatory and Prohibitory Signage

This section provides an overview of signage used to control directional movements and to permit
or prohibit directional access at at-grade intersections or junctions with freeway ramps. The
following control signage is addressed in this section:
op V1
 ONE WAY Signs (305, 306, and 307)
The following mandatory signage is addressed in this section:
 AHEAD ONLY sign (321)


C -
RIGHT TURN ONLY sign (322)
y

C
LEFT TURN ONLY sign (323)
 RIGHT TURN AHEAD sign (324)

C
LEFT TURN AHEAD sign (325)
 PASS EITHER SIDE sign (326)
 KEEP RIGHT sign (327)
Q
 KEEP LEFT sign (328)

 U TURN ONLY sign (330)
 THRU OR RIGHT sign (331.1)
 THRU OR LEFT sign (331.2)
 LEFT OR U TURN sign (331.3)
 LEFT OR RIGHT TURN sign (331.4)
 Electronic Overhead Lane Control Signage (reference to TSES Manual)
The following prohibitory signage is addressed in this section.
 NO ENTRY Sign (304)

 NO LEFT TURN Sign (346)
 NO RIGHT TURN Sign (347)
 NO U TURN Sign (348)

1. Directional Control Signage. Directional control signage, specifically ONE WAY signage,
shall be used to specify the direction of travel on a street or road. It shall be provided at
street junctions where the visible direction of street travel is not apparent, and shall be used
in conjunction with mandatory signage for turn movements on approaches to the one-way
street.
2. Mandatory Signage. Mandatory signage showing directional movements required for
approaches or curb travel lanes approaching intersections shall be provided for those
approaches which require particular movements to occur out of specific lanes.

3. Prohibitory Signage. Where specific movements are prohibited (i.e., Restrictions on road
entry, left or right turns, or U Turns), prohibitory signage shall be provided prior to the
locations in which the related infractions may occur.
4. Modification of Messages. Messages for the prohibitory signs below shall be modifiable
with a SUPPLEMENTARY PLATE Sign 365 mounted underneath, if the prohibitions are
limited specifically to certain types of vehicles, e.g., trucks or buses.
4.2.6.3 General Guidance

1. Prohibitory signage should be placed where they will be most easily seen by road users
who might be intending to make the movement.
op V1
2. Mandatory and prohibitory signage should be placed either at the left hand corner of the
intersection, on the median (if dual carriageway), or in conjunction with a STOP or GIVE
WAY sign.
3. For AHEAD ONLY (indicating no turns allowed) dual indications, one on each side, should
C -
y
be used.
C
4. If more than one movement is prohibited (e.g. no left, right or U Turns), the signs should be
co-located at one location. Likewise, if more than one movement is permitted out of the
C
same lane or approach, a mandatory sign showing both required movements on one side
should be used (i.e., Signs 331 through 333).
Q
5. If control and prohibitory signage is used at intersections controlled by traffic signals

mounted on overhead mast arms, the appropriate signage should be mounted next to the
signal faces. For example, no right turn signs, or right turn only signs, should be next to the
signal face viewed by the drivers in the right hand lane. Conversely, No Left Turn and/or No
U Turn signs, or signs permitting left and/or U Turns, should be
placed on the mast arm next to the signal head viewed by users in
the left lane.
6. For roundabouts, Sign 329 (see Section 4.2.5.5) is used as a
mandatory movement sign.
4.2.6.4 No Entry Sign 304

4.2.6.4.1 Description Sign 304
Sign 304 indicates to drivers of vehicles that entry is prohibited to all vehicular traffic on a particular
road, street, driveway, alley or approach.
4.2.6.4.2 Standards
1. Purpose. NO ENTRY sign 304 shall be used to prohibit “wrong way” entry to a roadway
when confusion may exist as to the direction of travel of traffic in the roadway, in
conjunction with ONE WAY signs (305, 306 and 307).
2. Appearance. NO ENTRY Sign 304 shall have a red background with a white legend and a
thin white border. The design may be placed on a square white sign blank.
3. Location. NO ENTRY sign 304 should be located on the right and left sides of a one-way
roadway. NO ENTRY sign 304 should be oriented at 90 degrees to the direction of “wrong
way” travel.

1. NO ENTRY sign may be used in conjunction with NO LEFT TURN or NO RIGHT TURN
signs if it is not clear which leg of an intersection is subject to the prohibition.
2. For intersections with dual carriageway roads where medians are 10 m or wider, NO
ENTRY signs are to be placed in the oncoming traffic direction facing the traffic entering the
road as shown in Figure 4-7.
op V1
C -
y
C
C
Q
Figure 4-7: Typical NO ENTRY Signing for Intersections with Dual Carriageway Roads
4.2.6.5 One Way Signs 305, 306, and 307

Signs 305, 306, and 307 indicate to drivers of vehicles that the only permitted
direction of travel, in the road or portion of road on which they are erected, is
in the direction indicated by the arrow on the sign. Signs 305, 306, and 307
may be displayed to indicate directions straight ahead, to the right, or to the
left, respectively.
4.2.6.5.2 Standards
1. Purpose. ONE WAY signs 306 and 307 shall be used to indicate that
the intersecting street only allows travel in the direction shown on the
sign.
2. Straight-Ahead One-Way Signage. ONE WAY sign 305 shall be used
to indicate that a street the driver is currently on is a one-way street in
the straight ahead direction (this practice is intended to make drivers
aware that when they return to such a street from a private property or a parking area that
they must turn only in one direction).

3. Appearance. ONE WAY signs 305, 306, and 307 shall have a blue background with a white
legend and a thin white border.
4. Placement and Location. When used to indicate the direction of travel in an intersecting
street ONE WAY signs 306 and 307 shall be located on both sides of the intersecting street
so that both signs can be seen clearly by drivers on the oncoming approach to the one-way
street. For roads indicating one-way straight ahead travel, ONE WAY sign 305 shall be
located on the right side of single-lane one-way streets and on both sides of one-way
streets with two or more lanes.
1. If necessary, additional signs should be strategically placed with respect to local accesses
op V1
from properties or parking areas.
2. ONE WAY signs 305, 306, and 307 may be used in conjunction with NO ENTRY sign 304
in networks of intersecting one-way streets.
3. In some situations, regulatory signs 304, 321 thru 328, 346, and/or 347 may be used in
C -
place of or in addition to ONE WAY signs to delineate a one-way road system. Those
y
C
regulatory signs specifically refer to allowable turning movements ahead of the one-way
street, and should be independent evaluated as to their need based on traffic patterns and
the geometric design of the intersection.
C
4. ONE WAY signs may be used in conjunction with NO LEFT TURN sign (346) and NO
RIGHT TURN sign (347) as described in Section 4.2.6.7 below. Figure 4-8 on the following
Q
page describes typical placement of ONE WAY signs along a local route, and the use of
Signs 346 and 347 along the major street to identify the particular turn restriction into the
one-way local route.
4.2.6.6 Mandatory Lane and Turning Movement Control Signage

Signs 321 through 333 describe mandatory traffic movements on particular traffic approaches or in
specific travel lanes. The standards for installing each of these signs are presented below, except
for Sign 329 (Roundabout), which was described in Section 4.2.5.
4.2.6.6.2 Standards
1. Appearance. Mandatory lane and turning movement control signs shall be of a circular
shape and have a blue background with a white icon and a thin white border.
2. Modification of Messages. Messages for each of the signs below
shall be modifiable with a SUPPLEMENTARY PLATE Sign 365
mounted below, if the movements are limited specifically to certain
types of vehicles, e.g., trucks or buses.
3. AHEAD ONLY Sign 321
a. Purpose. Sign 321 shall be installed when it is required that the
driver of a vehicle should proceed only straight ahead in the
direction indicated by the arrow on the sign.
b. Location. AHEAD ONLY sign 321 shall be located on the right Sign 321
side of a two-way roadway and on the left side of a one-way
roadway, prior to the intersection in which the movements are required.

op V1
C -
y
C
C
Q
Figure 4-8: Use of One-Way Signs 305, 306, and 307 with Signs 346 and 347

4. TURN RIGHT Sign (322) and TURN LEFT Sign (323)

a. Purpose. Signs 322 (or 323) shall be installed when it is required that the driver of a
vehicle should proceed only to the right (or to the left - the arrow direction being
reversed) at T-shaped intersection, and shall only be used where the cross street is
a one-way street with traffic flowing in the direction shown for the required turn.
b. Location. TURN RIGHT (or LEFT) ONLY signs 322 (or 323) shall be located on the
far side of a roadway facing drivers in the lanes to which the signs apply.
op V1
C - Sign 322 Sign 323
y
C
5. TURN RIGHT (or LEFT) AHEAD ONLY Sign 324 (or 325)
C
a. Purpose. Signs 324 (or 325) shall be installed when it is required that the driver of a
vehicle should proceed only to the right (or to the left — the arrow direction being
reversed) at the junction ahead, and when it is necessary to provide this information
Q
at an adequate stopping / weaving distance ahead of the intersection.

b. Location. TURN RIGHT (or LEFT) AHEAD ONLY signs 324 (or 325) shall be
located on the right side of a two-way roadway and on the left side of a one-way
roadway at a distance of approximately 50 meters from the junction to which it
applies.
Sign 324 Sign 325
6. PASS EITHER SIDE Sign 326
a. Purpose. Sign 326 shall be provided at the nose of a traffic

island (e.g., right turn location) or other divider where it is
necessary to show the driver of a vehicle that he may pass to
either one side of the obstruction or the other. Sign 326
b. Location. PASS EITHER SIDE sign 326 shall be located on
the traffic island or other divider, near the nose of the divider, so that there is a
minimum clearance of 300 millimetres between the edges of the divider and the
sign. The most common application of sign 326 will be at right turn islands (where
the right turn lane splits to the right of the through lane), on dividers splitting left turn

traffic from through traffic, and at entrances to collector-distributor roads and road
splits.
7. KEEP RIGHT (or LEFT) Sign 327 (or 328)
a. Purpose. Signs 327 (or 328) shall be provided where it is necessary to indicate to
the driver of a vehicle that he should pass to the right (or to the left, the arrow
direction being reversed) of an obstruction in the roadway, such as the nose of a
traffic median or traffic signal pole foundation at the nose of the median.
b. Location. KEEP RIGHT (or LEFT) signs 327 (or 328) shall be located as near as
possible to the leading edge of the obstruction so that there is at least a clearance
of 300 millimetres from the closest path of vehicles.
op V1
C -
y
C
C
Sign 327 Sign 328
Q
8. U-TURN PERMITTED Sign 330
a. Purpose. Sign 330 shall be used where it is necessary to notify the driver of a
vehicle on a dual carriageway that he may make a U-turn from the location where
the sign is posted.
b. Location. U-TURN sign 330 shall be located at the end of the left traffic median on
the near side next to the leftmost lane.
c. Truck Restrictions. Sign 330 shall be augmented by a Qualification Plate Sign 365
below showing a goods vehicle (truck) symbol and red prohibition slash if the U-
Turn permission specifically excludes goods vehicles. In this application, the
Qualification Plate shall be mounted directly below Sign 330.
Combination Sign 330 / Qualification Plate 365

(U-Turn permitted except for goods vehicles)

9. THRU OR RIGHT ONLY Sign 331.1
a. Purpose. Signs 331.1 shall be installed when it is required that the driver of a
vehicle either proceed either through or turn right at the intersection.
b. Location. THROUGH OR RIGHT sign 331.1 shall be located on the far right side of
a roadway facing drivers in the lanes to which the signs apply.
10. THRU OR LEFT ONLY Sign 331.2
a. Purpose. Signs 331.2 shall be installed when it is required that the driver of a
vehicle either proceed either through or turn left at the intersection.
op V1
b. Location. THROUGH OR LEFT sign 331.2 shall be located on the far left side of a
roadway facing drivers in the lanes to which the signs apply.
11. LEFT OR U-TURN ONLY Sign 331.3
C -
y
a. Purpose. Sign 331.3 shall be used where it is necessary to notify the driver of a
C
vehicle on a dual carriageway that he may make a left or U-turn from the location
where the sign is posted.
C
b. Location. LEFT OR U-TURN sign 331.3 shall be located at the end of the left traffic
median on the near side next to the leftmost lane.
Q
12. LEFT OR RIGHT TURN ONLY Sign 331.4
a. Purpose. Sign 331.4 shall be installed when it is required that the driver of a vehicle
proceed only to the right or left (i.e., no through movement possible, opposing
approach may be one way in the opposite direction or may have specific
restrictions).
b. Location. LEFT OR TIGHT TURN Sign 331.4 shall be located on the far side of a
roadway facing drivers in the lanes to which the signs apply.
13. Electronic Overhead Lane Control Signage (reference to TSES Manual and Section 11.9 of
this MUTCD)
a. Reference to TSES Manual. TSES Manual, Chapter 9, specifically addresses the

implementation and use of overhead lane control signals, and shall apply to this
Manual.
b. Applications. Overhead lane control signals shall be used:
i. Wherever there is a reversible traffic flow in one or more lanes based on

time-of-day or demand specific criteria.

ii. On freeways utilizing Active Traffic Management strategies, where lanes

may be closed due to temporary conditions such as incidents or road work,
or whether certain lanes may only be open for short periods (e.g., hard
shoulder). Refer also to Section 11.9 of this Manual for use of ATM.
c. Use with mandatory lane control and turning movement signage. Electronic
overhead lane control signage shall not be used in conjunction with Signs 321
through 344, except where traffic movements indicated by thus would occur
regardless of overhead lane control indication.
4.2.6.6.3 Guidance
op V1
1. The function of the AHEAD ONLY sign 321 differs from that of the ONE WAY sign 305 in
that, while the ONE WAY sign may indicate the mandatory direction in a street at a junction,
other directions of travel at the junction may be chosen. AHEAD ONLY sign 321 indicates
that drivers have no other choice but to proceed straight ahead. A 600-millimeter sign 321
C -
may be mounted on the post below a traffic signal when appropriate.
y
C
2. A typical example for the use of AHEAD ONLY sign 321 would be at a signal-controlled
crossroad intersection with a free right turn and a dedicated left turn lane or lanes
separated from the through route by a splitter island. In this instance, if the driver is located
C
in one of the through lanes the AHEAD ONLY movement is the only available option and
should be signed accordingly.
Q
3. Sign 322 (or 323) is normally used only where the cross street is a one-way street and
traffic is flowing in the direction the driver is required to turn.
4. Signs 324 (or 325) should normally only be provided when the alignment of the approach to
the junction is such that the layout of the junction is not readily obvious. A 600-millimeter
sign 324 (or 325) may be mounted on the post below a traffic signal where appropriate.
5. Use of signs 327 (or 328) most commonly applies to traffic islands or refuges in two-way
roadways or at the beginning of median island when a single two-way carriageway widens
to become a dual carriageway. If such a condition occurs on a vertical curve it may be
effective to mount two type 327 (or 328) signs one above the other.
6. Sign 327 or 328 should be installed as close as practical to approach ends of raised
medians, parkways, islands, and underpass piers. The sign should be mounted on the face
of or just in front of a pier or other obstruction separating opposite directions of traffic in the
centre of the road such that traffic will have to pass to the right-hand side (for Sign 327), to
the left hand side (Sign 328), or to either side (Sign 326).
7. Where the obstruction obscures the installation of Sign 326, 327 or 328, the minimum
placement height may be increased for better sign visibility.
8. At signalized intersections with one left turn lane where the U-turn is permitted, LEFT OR
U-TURN sign 331.3 may also be provided on the opposing signal pole if one is provided at
the nose of the median opposing the left turn lane.
9. In urban zones, U-TURN sign 330 may be used with a NO GOODS VEHICLES qualification
plate 365 mounted below, if it is determined necessary to disallow trucks/goods vehicles to
make the U Turn.

4.2.6.7 Prohibitory Traffic Movement Signage

The signs in this section specifically prohibit turning movements indicated on
the signs at the locations where the signs are installed. They include
prohibition of left, right and U turns.
4.2.6.7.2 Standards Sign 346
1. Appearance. Prohibitory Traffic Movement Signage shall be circular,

with a white background, a black icon, a thick red diagonal line across
op V1
the icon, and a thick red border. The sign display above may
optionally be included on a square white sign blank, of a size slightly
larger than the diameter of the circular sign display.
2. No Left (or Right) Turn Sign 346 (or 347)
C -
a. Purpose. Signs 346 (or 347) shall be provided where it is Sign 347
y
C
necessary to indicate to drivers that they cannot turn to the left
or right at the intersection or entrance where the signs are
C
displayed.
b. Location. NO LEFT (or RIGHT) TURN signs 346 (or 347) shall
be located on the side of the roadway towards which the illegal
Q
turn would be made, not more than 25 meters in advance of

the point where the prohibition applies.
Sign 348
3. No U-Turn Sign 348
a. Purpose. Sign 348 shall be provided where it is necessary to indicate to drivers that
they cannot perform a U-turn at the junction or break in the median island ahead.
b. Location. NO U-TURN sign 348 shall be located not more than 25 meters in
advance of the point to which the prohibition applies. The sign may be repeated at
the point of prohibition.
4.2.6.7.3 Guidance
1. Signs 346 or 347 should only be used in situations where the left (or right) turn would,
under normal circumstances, be expected by drivers to be available. Their use is generally
not necessary when roadway geometry clearly indicates that turns are not intended at the
location under consideration, e.g., when the road enters another road or a roundabout at an
angle of less than 45 degrees with the other route, or turns directly into an acceleration lane
or through lane on the other route.
2. Where the restriction is at a signalized intersection, a 600 millimetre sign 346, 347 or 348
may be mounted next to a traffic signal face on the overhead mast arm (if any) or, if signals
are only post-mounted, below the signal on the post where the signal face corresponds to
the specific traffic lane closest to the banned movement.
3. Sign 348 may be required when the parallel carriageway is too narrow to accept safe U-
turns, when such a movement cannot safely be accommodated due to limitations in traffic
signal timings, when there is not sufficient visibility of U-turning vehicles from those
travelling in the opposite direction, or where there is a conflict with pedestrian movements.

4. Signs 346 through 348 may be made specific to a time of day or class of vehicle (e.g., bus
or goods vehicle) by means of a QUALIFICATION PLATE sign 365 mounted below the
sign.
4.2.7 Speed Limit Signage
4.2.7.1 General Description

Speed Limit signs are primarily prohibitory signs that identify the maximum rate of speed that can
safely be travelled in typical weather conditions by fully-operational vehicles, and may often
differentiate maximum speeds for cars from those for goods vehicles. Speed limit signs may also
include mandatory signage indicating minimum travel speeds, along with night speed limits for
op V1
those roads that are not lighted.
Speed limit information may also be included as advisory indications in conjunction with warning
signs as presented in Section 4.3, and guide signs as presented in Section 4.4, and represent
C -
recommended speeds for traversing an exit or entrance ramp.
y
C
Finally, speed limit information may be included as part of larger-scale enforcement signing,
indicating that radar or other means of enforcement may also be included.
C
Q
1. Sign Placement Requirements. Table 4-15 shall be used for the placement of speed limit
signs under various environments (urban and rural) and for different types of roads.
Placement is from the end of acceleration lane, such that merging traffic is stabilised at the
location of the speed display. The spacing can be changed to a closer spacing by the
concerned authority to suit local conditions as long as it does not cause sign clutter.
Table 4-15: Placement of Speed Limit Signs

Situation in Which Sign is to be Sign Location After End of Recommendations for
Provided Acceleration Lane Additional Signs1
Parking Area or Service Road Within 10 metres N/A
Urban Single Carriageway Within 50 metres N/A
Above 60 km/h2 – 4 km between
postings
Urban Dual Carriageway, including 40 km/h2, 3 – 2 km between
Within 50 metres
all Freeways and Expressways postings
Below 60 km/h2, 3 – 1 km
between postings
100 km/h2, 3 – 10 km between
postings
Rural Roads Within 100 metres
80- km/h2, 3 – 4 km between
postings
NOTES:
1. Additional signs should be provided at the rate of one extra sign approximately in the middle of the
length of section between “postings” as given in the table. A “posting” represents the initial provision
of a maximum speed limit sign in terms of the criteria given above and is illustrated in Figure 4.9
2. Refers to maximum speed limit posted on a road.
3. On 3-or-more-lane-each dual carriageways, speed limit signs shall be placed not only on the right
hand edge, but also on the left hand road edge in the central median.

2. Size of Signage. Section 4.1.8.3 shall be the basis for minimum standards for the size of
regulatory signs including speed limit signs. All freeway facilities with design speeds, and/or
measured 85th percentile speeds, of 120 km/h or greater shall utilize signs of 1200 mm
diameter.
3. Standard Maximum Speeds. In Abu Dhabi Emirate, the following speed limits shall be in
effect except as otherwise posted:
a. 40 km/h: Selected roadways in areas with a high concentration of pedestrians

b. 60 km/h: Urban dual carriageway
c. 80 km/h: Selected roadways with limited access and control (i.e., access to local
roads requires immediate deceleration to 40 km/h or less prior to exiting the
op V1
roadway)
d. 100 km/h Urban freeways and expressways with entrances and exits less than 2 km
apart
e. 100 km/h: Rural roads with full width lanes and markings
C -
f. 120 km/h: All other freeways and expressways.
y
g. 30 km/h: School zone (part-time)
C
4. Guideline for Setting of Speed Limits. Speed zones (other than for Standard Maximum
C
Speeds as identified in Paragraph 3 above) shall only be established on the basis of (a)
authorized decisions by an appropriate higher committee which addresses overall road
traffic and safety policies, and (b) an engineering study that has been performed in
Q
accordance with traffic engineering practices.
a. The appropriate higher committee may consist of DMAT, Municipality and Police
officials, who will review current speeds and safety statistics and identify specific
policies that might overrule the “Standard Maximum Speeds” as shown in
Paragraph 3 above.
b. A speed limit plan should be developed for all routes within the Emirate and more
specifically, with Municipality areas. A plan may use the standard speeds as a base
and then adjust them in specific segments (typically lower than otherwise used.)
based on safety and geometric considerations as well as typical traffic volumes
during peak and off-peak periods.
c. Further decisions on speed limits shall be accomplished through an engineering
study as discussed below, which may be used by higher committee decision-
makers as needed. IT may be conducted by internal staff or through a DMAT or
Municipality-approved consultant.
d. The engineering study shall include an analysis of the current speed distribution of
free-flowing vehicles. To be implemented, the proposed speed limit within a speed
zone shall be within 10 km/h of the 85th-percentile speed of free-flowing traffic, or
shall represent the design speed of the road, whichever is less.
e. The engineering study shall also consider road characteristics (lane width,
pavement condition, grade, alignment, and sight distance), and crash experience for
the most recent 12 month period.
f. Speed studies for signalized intersection approaches shall be taken outside the
influence area of the traffic control signal, or approximately 800 m, to avoid
obtaining skewed results for the 85th-percentile speed.

5. Reduced Speed Limit Zones. Where speed limits are reduced by more than 20 km/h, a
maximum speed limit sign shall be spaced every 500 m (minimum) for every successive 20
km/h reduction.
6. Maximum Number of Speed Limits Shown. No more than two speed limits shall be
displayed on any one Speed Limit sign assembly.
4.2.7.3 General Guidelines

1. Speed studies should include roadways that have undergone significant changes since the
last review, such as the addition or elimination of parking or driveways, changes in the
number of travel lanes, changes in the configuration of bicycle lanes, changes in traffic
control signal coordination, or significant changes in traffic volumes.
op V1
2. A dynamic message sign that changes the speed limit for traffic and ambient conditions
may be installed provided that the appropriate speed limit is displayed at the proper times.
These may be connected into an Active Traffic Management framework and the displays
are configured as per the TSES Manual, Chapter 9 and also discussed in this MUTCD,
Chapter 11.9. C -
y
C
3. A dynamic message sign that displays to approaching drivers the speed at which they are
travelling may be installed in conjunction with a Speed Limit sign. If a dynamic message
C
sign displaying approach speeds is installed, the legend YOUR SPEED XX or such similar
legend should be displayed. The colour of the dynamic message legend should be a yellow
legend on a black background.
Q
4. School Speed Limit sign applications are discussed in Section 6.2.
4.2.7.4 Maximum Speed Limit Signs 344 (general), 345A (auto), 345B
(goods vehicle), and 345C (bus)
Maximum speed limit signs represented the posted speed enforceable by Police, valid under clear
weather conditions and for fully-operational vehicles. The three types of signs provide general
speed limit information (Sign 344), speed limits for autos (Sign 345), speed limits for trucks/goods
vehicles (345B), and speed limits for buses (345C). The latter two are typically found on freeways
and expressways. The actual designation of signs as part of procurement includes the sign
number, a hyphen, and the speed shown on the sign (example: an 80 km/h general maximum
speed limit sign would be designated as Sign 344-80).
4.2.7.4.2 Standards
1. Purpose. MAXIMUM SPEED LIMIT signs shall indicate the speed limits in kilometres per
hour for all vehicles (Sign 344), autos (Sign 345A), goods vehicles (Sign 345B), and buses
(Sign 345C) reflecting Standard Maximum Speeds as per Section 4.2.7.2, Paragraph 3, or
speeds as identified in an engineering study meeting the requirements of Section 4.2.7.2,
Paragraph 4.
2. Appearance. Requirements shall be as follows:
a. All Signs: Circular shape sign with black legend and red border. Numbering of new
speed limit signs shall exclusively use Arabic numerals (English).

b. Sign 345A: Automobile icon shall be provided in black below the speed limit (sign
size shall be 1200 mm in diameter).
c. Sign 345B. Goods vehicle icon shall be provided in black below the speed limit (sign
size shall match that for Sign 345A whenever these are mounted on the same post).
d. Sign 345C: Bus icon shall be provided in black below the speed limit (sign size
shall match that for Sign 345A whenever these are mounted on the same post).
op V1
Sign 344-60
C - Sign 345A-120 Sign 345B-120 Sign 345C-80
y
C
3. Mounting. Signs shall be post-mounted per the requirements of Section 4.2.7.2 and Section
C
4.1.10.5. For roads with both car and goods vehicle speed limits, Sign 345A shall be
mounted above Sign 345B, with the bottom of the lower sign mounted at a minimum 2000
mm above ground level consistent with the aforementioned Section 4.1.10.5.
Q
4. Entry Speed Limits. Speed Limit signs indicating the Standard Maximum Speed appropriate
for the facility or as established through engineering study shall be installed at entrances to
the Emirate and, where appropriate, at the entrance to urban areas.
5. Reassurance Speed Limit Displays. At the downstream end of the section to which a speed
limit applies, Speed Limit sign assemblies showing the next speed limit shall be installed.
Additional Speed Limit signs shall be installed beyond major intersections/interchanges and
at other locations where it is necessary to remind road users of the speed limit that is
applicable.
Sign 345A/345B Combination

1. Dual speed limit signs 345A and 345B are provided for use on freeways and expressways
only where there is a high proportion of heavy goods vehicle traffic. The signs display one
maximum speed limit for passenger cars, and a different maximum speed limit for heavy
goods vehicles. The dual signs will only be used on multiple lane carriageways where the
heavy goods vehicle traffic is restricted to one or two lanes.
2. To improve visibility of signs on a 4 lane-wide or wider carriageway on a high-speed, dual
carriageway route with a wide median, dual speed limit signs 345A and 345B may also be
mounted one after the other (first Sign 345A, then 345B) on both sides of the carriageway,
following standard longitudinal spacing criteria as per Section 4.1.
3. The guidelines and comments in Table 4-15 should be considered as being applicable to
op V1
general or average conditions. Specific circumstances may warrant a variation in
application when the principles involved should be applied with engineering judgment.
4. Figure 4-9 illustrates typical applications of general maximum speed limits (Sign 344) along
a road network.
C -
y
C
C
Q

60
60
100
60
60
60
60
60
60
40
40
60
40
40 100
60
40
op V1
40 60 60
80
80
80
80
80
80
60 60 60
C -
y
C
C
60
60
60
Q
60
100
80
60
80
60
60
Posted Speed by Design
= 100 km/h
= 80 km/h
= 60 km/h
= 40 km/h
Figure 4-9: Use of Maximum Speed Limit Sign 344
4.2.7.5 Minimum Speed Limit Sign 344M

Sign 344M provides a minimum speed limit, which can be mounted below the MAXIMUM SPEED
LIMIT Sign 344 sign or the dual speed limit assembly 345A/345B.

4.2.7.5.2 Standards
1. Purpose. MINIMUM SPEED LIMIT Sign 344M shall be installed where it is required that
drivers of vehicles shall not travel at a speed that is lower than the minimum speed limit
indicated in kilometres per hour by means of a number on such a sign.
2. Speed Displayed. MINIMUM SPEED LIMIT sign 344M shall, when used, indicate a
minimum speed limit which is typically 30 kilometres per hour lower than the posted
maximum speed. For example, a maximum speed limit of 100 kilometres per hour would
require a minimum speed limit of 70 kilometres per hour. Sign 346 shall only be used if so
directed by DMAT, based on a traffic engineering study addressing the range of speeds on
the road. If the 35th percentile speed is at least 30 km/h less than the posted maximum
speed, then the minimum speed limit shall be warranted.
op V1
3. Appearance. Sign 344M shall be of a size and circular shape identical to the MAXIMUM
SPEED LIMIT sign below which the sign is mounted. Sign shall be of a blue background
with white legend (using Arabic numerals [English]) and a thin white border.
4. Mounting. Minimum distance above the ground in which the sign is mounted shall be 2000
C -
y
mm from the bottom of the sign.
C
5. Limitations of Use. MINIMUM SPEED LIMIT sign 344M shall only be used on freeways or
expressways.
C
a. The sign shall not be used when the maximum speed limit is
less than 100 kilometres per hour.
Q
b. The minimum speed shall be applicable either for all lanes or

on a lane-specific basis.
c. If applied to a particular lane, instead of mounting the sign
below the maximum speed limit assembly, the sign graphic
shall be applied to a diagrammatic warning sign showing Sign 344M
lane use and applicable speeds as described in Section 4.3
of this Manual.
4.2.7.6 Night Speed Limit Sign 344N

Sign 344N provides a night speed limit applicable as directed by DMAT for
unlighted roads, which can be mounted below the MAXIMUM SPEED
LIMIT Sign 344 sign or the dual speed limit assembly 345A/345B.
4.2.7.6.2 Standards
1. Purpose. NIGHT SPEED LIMIT Sign 344N shall be installed where
it is required that drivers of vehicles shall not travel at a speed at
night that is above that indicated in kilometres per hour by means of
a number on such a sign.
Sign 344N
2. Speed Displayed. NIGHT SPEED LIMIT sign 344N shall, when
used, indicate a minimum speed limit which is typically 20 kilometres per hour lower than
the posted maximum speed. For example, a maximum speed limit of 100 kilometres per
hour would require a night speed limit of 80 kilometres per hour. Sign 344N shall only be
used if so directed by DMAT, based on a traffic engineering study comparing night accident
rates to day accident rates.

3. Use with Minimum Speed Sign. NIGHT SPEED LIMIT sign 344N shall not be used if a
MINIMUM SPEED LIMIT sign 344M is required based on engineering study as per Section
4.2.7.5.2 above.
4. Appearance. Sign 344N shall be a rectangular sign with black background and white
border, of a width identical to the MAXIMUM SPEED LIMIT Sign 344 below which the sign
is mounted. The speed limit graphic of a white circle with red border and black legend shall
be provided on the black sign lank. Above the speed limit symbol, Arabic and English text
showing “Night” shall be provided as white legend.
5. Mounting. Minimum distance above the ground in which the sign is mounted shall be 2000
mm from the bottom of the sign.
6. Limitations of Use. NIGHT SPEED LIMIT sign 344N shall only be used on unlighted roads
op V1
as directed by DMAT.
C -
y
C
C
Q
Sign 344/344N Combination
4.2.8 General Prohibitory Traffic Restrictions Signage

General prohibitory traffic control signage provides regulatory information restricting specific
vehicle types and materials from use on the road or street, or restricting particular traffic
operations.
Prohibitory signage, except where noted below, generally consists of white circular signs with red
borders and black icons. Red diagonal lines illustrate the vehicle type or action that is prohibited.
Weight and height restrictions may be indicated with symbols, numbers and units indicating
maximum, weight, height, etc., allowable on the particular road facility. Supplementary plates are
used to indicate distance to the restriction, time periods for the restriction (if part-time), etc.
Signs that are included in this section include:

 NO OVERTAKING (Sign 349)

 NO FLAMMABLE GOODS (Sign 350)
 NO GOODS VEHICLES (Sign 351)
 NO PEDESTRIANS (Sign 352)
 NO CYCLISTS (Sign 353)
 NO HORNS (Sign 354)
 MAXIMUM HEIGHT LIMIT (Sign 355)
 MAXIMUM HEIGHT LIMIT – ROADS ALLOWING OVERHEIGHT VEHICLES (Sign 356)
 NO BUSES (Sign 357)
 NO TAXIS (Sign 358)

op V1
NO MOTOR VEHICLES (Sign 359)
 COMBINED RESTRICTION SIGN (Sign 364)
 QUALIFICATION PLATE (Sign 365)
C -
y
4.2.8.2 No Overtaking Sign 349
C
C
Sign 349 prohibits the driver of a vehicle from overtaking another
vehicle travelling in the same direction within the next 500 meters.
Q
4.2.8.2.2 Standards
1. Purpose. NO OVERTAKING Sign 349 shall be provided on
two-lane, bidirectional single carriageway facilities on those Sign 349
segments where crossing the centreline to pass a slower vehicle cannot be safely achieved
due to opposing traffic volumes, sight distance, and both the horizontal and vertical
geometrics of the road.
2. Relationship to Centreline Pavement Markings. NO OVERTAKING
sign 349 shall be used in conjunction with the NO PASSING LINE
pavement marking 611 (detailed in Section 5.4 of this Manual) due
to the factors described in Paragraph 1 above.
3. Installation. Sign 349 shall be located on the right side of the road
at the start of the no overtaking zone.
4. Extended No-Overtaking Zones. If the overtaking message is
required for a distance in excess of 500 meters the sign shall be
repeated at 500 meter intervals. If the overtaking message is Sign 350
required for a distance of 1 km or more, the length of the no overtaking zone shall be
shown ion a supplemental plate 365 (e.g., “Next 2 km”), as described below.
5. Use for multi-lane carriageways. NO OVERTAKING sign 349 shall not be displayed on
sections of carriageway with two or more lanes, even if the normal number of lanes has
been reduced due to temporary roadworks.
6. Appearance. NO OVERTAKING shall 349 should have a white background, two black
vehicle icons side-by-side, a thick red diagonal line through the left vehicle icon, and a thick
red border.

4.2.8.3 No Inflammable Goods Sign 350

Sign 350 prohibits the driver of a vehicle transporting inflammable goods, including inflammable
gases in portable cylinders, from proceeding beyond the sign.
4.2.8.3.2 Standards
1. Purpose. NO INFLAMMABLE GOODS sign 350 shall be used in advance of any area, such
as a bridge or tunnel, where transported inflammable goods represent a particular hazard.
2. Installation. The sign shall be located on the right of the roadway at the point from which the
op V1
prohibition is required to apply, and at one of the following:
a. In an advance location (minimum 500 m from the restriction point), with a

SUPPLEMENTAL PLATE Sign 365 providing a distance to the turnaround or
alternate route location.
C -
b. Included as part of a COMBINED RESTRICTION Sign 364 which addresses other
y
C
restrictions for the roadway, bridge or tunnel ahead.
3. Appearance. NO INFLAMMABLE GOODS sign 350 shall have a white background, a black
C
icon, a thick red diagonal line, and a thick red border. The detail of the flame within the
truck icon on the legend shall be red and yellow.
Q
4.2.8.3.3 Guidance
1. The location of the sign should permit vehicles carrying inflammable goods to take an
alternative route. In practice it is likely that other prohibitions may apply at such places. It is
recommended that all necessary prohibitory signs be displayed on a high visibility backing
board with a white background colour and a thin red border of the style used for
diagrammatic warning signs. Typical examples of such high visibility combination signs are
illustrated in Section 4.2.8.13.
2. It is also recommended that a similar combined sign be displayed in advance of the exit or
turn onto the alternative route with an appropriate text message such as “Alternative Route
250 m.”
3. Alternatively, it is recommended that appropriate Guide Signs (Section 4.4) provide
alternate routing information in conjunction with the inflammable goods restriction.
4.2.8.4 No Goods Vehicles Sign 351

Sign 351 prohibits drivers of goods vehicles from proceeding beyond the sign.
A goods vehicle is considered to be any freight or construction vehicle with a
“gross vehicle mass of 2.5 tonnes or more. The “gross vehicle mass” is the
maximum mass, including load, for which the goods vehicle is “rated” and is Sign 351
applicable whether the vehicle is loaded or not.

4.2.8.4.2 Standards
1. Purpose. NO GOODS VEHICLES sign 351 shall be placed where it is necessary to ban
goods vehicles from the road for operational or safety purposes.
2. Location. The sign shall be located on the right of the roadway at the point from which the
prohibition is required to apply, and at one of the following:
a. In an advance location (minimum 500 m from the restriction point), with a

SUPPLEMENTAL PLATE Sign 365 providing a distance to the turnaround or
alternate route location.
b. Included as part of a COMBINED RESTRICTION Sign 364 which addresses other
op V1
restrictions for the roadway, bridge or tunnel ahead.
3. Part-Time Restriction. If the restriction occurs for a fixed

time period rather than a full 24-hour period, Sign 351 shall
be augmented by a QUALIFICATION PLATE 365 mounted
C -
below, indicating the applicable time period or periods, may
y
C
be mounted below the sign.
4. Weight Restriction. If the good movement restriction is
C
based on weight criteria (i.e., restriction limit may be higher
than 2.5 tonnes), Sign 351 shall be augmented by a
QUALIFICATION PLATE 365 mounted below, describing
Q
the mass limit. For example, for a mass limit of 10 tons, the
plate shall display the mass limit in the form “10 T” where
the unit “T” refers to a metric tonne. The sign 365 effectively
over-rides the base condition of sign 351 and applies a new
gross vehicle mass or length.
5. Appearance. NO GOODS VEHICLES sign 351 should have Sign 351 examples with Supplemental
a white background, a black icon, a thick red diagonal line, Plates (time, weight restrictions)
and a thick red border.
4.2.8.4.3 Guidance
1. The location of the sign should permit good vehicles to take an alternative route. In practice
it is possible that other prohibitions may apply at such places. It is recommended that all
necessary prohibitory signs be displayed on a high visibility backing board with a white
background colour and a thin red border of the style used for diagrammatic warning signs.
Typical examples of such high visibility combination signs are illustrated in Section 4.2.8.13.
2. It is recommended that appropriate Guide Signs (Section 4.4) provide alternate truck
routing information in conjunction with the goods vehicle
restriction.
4.2.8.5 No Pedestrians Sign 352

Sign 352 prohibits pedestrians from proceeding beyond the sign.
Sign 352

4.2.8.5.2 Standards
1. Purpose. NO PEDESTRIANS sign 352 shall be displayed where it is required to prohibit
pedestrian movement or access, particular those parts of a roadway, junction or off-road
area which pedestrians otherwise might expect to be able to use, but which are considered
unsafe due to the lack of crossings or walkway facilities.
2. Appearance. NO PEDESTRIANS sign 352 should have a white background, a black icon, a
thick red diagonal line through the icon, and a thick red border.
4.2.8.5.3 Guidance
1. Sign 352 should be used with a size of 300 millimetres unless a larger size is warranted for
op V1
conspicuousness
2. Sign 352 may be used on a COMBINED RESTRICTION SIGN (See Section 4.2.8.13), such
as at the beginning of a freeway, bridge or tunnel, where multiple restrictions may be in
place.
C -
y
4.2.8.6 No Cyclists Sign 353
C
C
Sign 353 prohibits cyclists from proceeding beyond the sign.
4.2.8.6.2 Standards
Q
1. Purpose. NO CYCLISTS sign 353 shall be displayed where it is

required to prohibit cyclist movement or access.
2. Appearance. Sign 353 should have a white background, a black
icon, a thick red diagonal line through the icon, and a thick red Sign 353
border.
4.2.8.6.3 Guidance
1. If pedestrian movement or access is not otherwise prohibited, cyclists may proceed
provided they dismount and walk their bicycles.
conspicuousness.
3. Sign 353 may be used on a COMBINED RESTRICTION SIGN (See Section 4.2.8.13), such
as at the beginning of a freeway, bridge or tunnel, where multiple restrictions may be in
place.
4.2.8.7 No Horns Sign 354
Sign 354 prohibits the driver of a vehicle from sounding the horn or
other audible device of his vehicle within 75 meters of the sign.
4.2.8.7.2 Standards
1. Purpose. NO HORNS sign 354 shall be installed where it is
required to limit traffic noise, such as in the vicinity of
Sign 354
hospitals, residential areas or diplomatic zones where it is considered necessary to limit

traffic noise.
2. Installation. Sign 354 shall be located on the right side of the roadway at the point where
the prohibition is required to apply.
3. Appearance. Sign 354 shall have a white background, a black icon, a thick red diagonal
line, and a thick red border.
4.2.8.7.3 Guidance
Additional signs may be placed at 150 meter intervals if the prohibition is required over some
distance.
op V1
4.2.8.8 Maximum Height Limit Sign 355H
Sign 355H prohibits drivers of vehicles exceeding the indicated height from proceeding beyond the
sign. C -
y
C
4.2.8.8.2 Standards
C
1. Purpose. MAXIMUM HEIGHT LIMIT sign 355H shall alert
drivers of restrictions entering a bridge underpass, road
segment or community relative to height limits. As per Section
Q
4.3.4.15, any location where the minimum clearance is less than

6.5 m requires signs regulating maximum height limits (i.e., Sign
355) and warning of low clearance (i.e., Sign 425 in Section
4.3.4.15).
2. Installation. Sign shall be a minimum 50 m in advance of any
limited height structure with a minimum clearance of the height
indicated plus 100 mm, on both the right and left sides of the Sign 355H-4.2
approach roadway.
3. Accompanied by Warning Sign. Sign 355H shall not be used as an advance warning sign.
The sign shall always be preceded by an advance warning MAXIMUM HEADROOM sign
425 as described in Section 4.3.4.15.
4. Appearance. MAXIMUM HEIGHT LIMIT sign 355H should have a white background, a
black legend, and a thick red border.
5. Sign Designation. Sign designation code shall be based on the numerals to be provided in
the legend; i.e., Sigh 355H-4.2 shall contain a 4.2 m clearance limit
4.2.8.8.3 Guidance
1. The height indicated on the sign should be at least 100 mm less than the actual minimum
clearance measured under the structure. The height should be expressed on the sign to the
next lowest one decimal place of a meter.
2. Abu Dhabi Emirate has a 4.2 m maximum vehicle height limit. Therefore, Sign 355H-4.2
should be located on both sides of the road at all border crossings into the Emirate and on
all exit roads from cargo-handling seaports and other intermodal (including rail) facilities.

4.2.8.9 Maximum Height Limit For Roads Allowing Overheight Vehices

Sign 356
Sign 356 incorporates sign 355 into a larger sign and includes an iconic symbol and text to
increase visibility and reinforce the sign’s message.
4.2.8.9.2 Standards
1. Purpose. MAXIMUM HEIGHT LIMIT sign 356 shall be used only
where vehicles exceeding Abu Dhabi’s legal vehicle height limit
op V1
may use the road on an exceptional basis.
2. Installation. Sign shall be placed where it is known by DMAT or
the owning agency that tall truck traffic may enter the road. Sign
shall be located on both the right and left sides of the roadway.
C -
3. Height Indication. The height indicated within the sign shall be at least 100 millimetres less
y
C
than the actual minimum clearance measured under the structure. The height shall be
expressed on the sign to the next lowest one decimal place of a meter.
C
Q
Sign 356
4. Appearance. MAXIMUM HEIGHT LIMIT sign 356 should have a white background, a black
border, and a black and red legend consistent with sign 355 above.
5. Accompanied by Warning Sign. Sign 356 shall not be used as an advance warning sign.
The sign shall always be preceded by an advance warning MAXIMUM HEADROOM sign
425 as described in Section 4.3.4.15 or expanded warning / guide sign as needed to assure
maximum visibility and driver target value.
4.2.8.10 Maximum Vehicle Length Limit Sign 355L

Sign 355L prohibits drivers of vehicles exceeding the indicated length from proceeding beyond the
sign, as intended for prohibition of goods vehicles through areas where the geometrics may include
tight curves or very short distances between access points.
4.2.8.10.2 Standards
1. Purpose. MAXIMUM LENGTH LIMIT sign 355L shall alert drivers of vehicle length
restrictions entering a road segment or community.

2. Installation. Sign shall be located on the right and left sides of the roadway beyond the
decision point where extra-long vehicles may exit onto an alternate
route. Sign 357
3. Accompanied by Warning Sign. Sign 355L shall not be used as an
advance warning sign. The sign shall always be preceded by an advance warning
MAXIMUM LENGTH sign 425L as described in Section 4.3.4.15.
4. Appearance. MAXIMUM LENGTH LIMIT sign 355L should have a white background, a
black legend, and a thick red border.
5. Sign Designation. Sign designation code shall be based on the numerals to be provided in
the legend; i.e., Sigh 355L-12 shall contain a 12 m length limit
op V1
4.2.8.10.3 Guidance
1. The vehicle length should be expressed on the sign to the next
lowest one decimal place of a meter.
C -
4.2.8.11 No Buses Sign 357
y
C
C
Sign 357 prohibits buses from proceeding beyond the sign.
Sign 355L-12
Q
1. Purpose. NO BUSES sign 357 shall be displayed where it is required to prohibit bus
movement or access.
2. Appearance. Sign 357 shall have a white background, a black icon, a thick red diagonal line
through the icon, and a thick red border.
4.2.8.11.3 Guidance
1. Sign 357 is used in locations where road geometrics may not permit bus access, or where
parking is set aside for other kinds of vehicles.
2. Sign 357 may also be used if a traffic management scheme around transport terminals or
modal interchanges requires buses to be routed in order to separate different classes of
vehicles as needed.
4.2.8.12 No Taxis Sign 358

Sign 358 prohibits taxis from proceeding beyond the sign.
1. Purpose. NO TAXIS sign 358 shall be displayed where it is
required to prohibit taxi movement or access. Sign 358
2. Appearance. Sign 358 shall have a white background, a black icon, a
thick red diagonal line through the icon, and a thick red border.

4.2.8.12.3 Guidance
1. Sign 358 is used in locations where parking and access is set
aside for other kinds of vehicles.
2. Sign 358 may also be used if a traffic management scheme
around transport terminals or modal interchanges requires taxis to
be routed in order to separate different classes of vehicles as
needed.
4.2.8.13 No Motor Vehicles Sign 359
op V1
Sign 359 prohibits private motor vehicles (autos and motorcycles) from
proceeding beyond the sign.
4.2.8.13.2 Standards C -
y
C
1. Purpose. NO MOTOR VEHICLES sign 359 shall be displayed
where it is required to prohibit motor vehicle access, typically for
C
Sign 359
Sign 365
pedestrian or bicycle zones or paths.
2. Appearance. Sign 358 shall have a white background, a black icon, a thick red diagonal line
Q
through the icon, and a thick red border.
4.2.8.13.3 Guidance
1. Sign 358 is used to ban private and other motor vehicle traffic from certain travelled ways
which may be reserved for pedestrians, cyclists, buses, or other modes.
4.2.8.14 Combined Restriction Sign 364

COMBINED RESTRICTION SIGN 364 (example below) can contain up to a specified maximum
number of restrictions related to a road, bridge or tunnel facility, along with an English and Arabic
text message advising of appropriate action. It will generally follow guide sign design requirements
and hence details for this type of sign are provided in Section 4.5. The specified maximum number
of restrictions applicable will be as per the review and approval of DMAT. Application of the
combined restrictions is as described in the above examples.
Sign 364

4.2.8.15 Qualification Plate Sign 365

Sign 365 provides a secondary message that qualifies or restricts the primary message of another
regulatory sign. Sign 365 is never used alone and is always mounted directly below the regulatory
sign that it qualifies. The background colour, border colour, and message colour of sign 365
corresponds to those of the associated regulatory sign with which it is mounted (this also applies to
road works versions of regulatory signs).
op V1
Ordinarily, regulatory signs apply 24 hours a day, 7 days a week and are relevant to all vehicles
passing that sign. QUALIFICATION PLATE sign 365 is used when the regulatory message is
intended to apply to only certain times or days, and/or to only certain types or classes of vehicles.
C -
y
C
1. Purpose: QUALIFICATION PLATE Sign 365 shall be provided only to modify, qualify or
restrict another regulatory sign as to time, distance, height, length or weight restrictions.
2. Installation: Sign 365 shall always be mounted below accompanying regulatory signs as
C
described elsewhere in Section 4.2.8, and shall have a minimum 2000 mm clearance from
ground level to the bottom of the sign, consistent with Section 4.1.10.5 of this Manual.
Q
3. Appearance: Sign 365 shall consist of either:
a. White rectangular plate with black legend and/or icons and black border.
b. Blue rectangular plate with white legend and white border
4.2.8.15.3 Guidance
1. QUALIFICATION PLATE sign 365 may contain textual messages or symbols such as, but
not limited to, the following:
a. Time: “8h-12h”, “15h-18”, etc.

b. Length: “8 m”
c. Distance: “500 m”
d. Symbols: Goods vehicle, car, bus, etc.
e. Weight: “10 T”, “4.5T”
f. Text (Arabic and English): “Exc Friday”
g. Red slash indicating a prohibition, typically in conjunction with one of the symbols
above.

op V1
Figure 4-10: U-turns Permitted Except for Goods Vehicles (left) and “Buses Keep Right” (right)
2. When it is desired to add to a regulatory sign information that does not qualify the message
of the sign, a guide sign-related SUPPLEMENTARY PLATE sign 589 as described in
Section 4.4.6 should be used.
C -
3. Supplementary plate may be dimensionally expanded to reflect the length of the supporting
y
message.
C
4.2.9 Parking Control and Reservation Signage
C
Q
The signs in this group apply to the control and regulation of parking. The signs in the group are
available to clarify stopping or parking controls in complex environments or to indicate
circumstances where limited or part-time restrictions operate for part(s) of a day or apply to specific
classes of vehicle. Some signs also indicate time and payment controls for parking. In particular,
Mawaqif controls in Abu Dhabi city include zone types, payment control signing, and relation to
curb colours (further detailed in Chapter 5).
The following signs are included in this section:
Control Signage:
 NO STOPPING SIGNS (370 through 376)

 NO PARKING SIGNS (377 through 379)
Reservation Signage:
 PAY-AND-DISPLAY PARKING SIGNS (383 through 385, including Mawaqif regulatory sign
366M)
 PARKING FOR DISABLED PERSONS (386 through 388)
 PARKING TIME LIMIT SIGNS (389.1, 389.2 and 389.3)
The group includes circular prohibition signs, which may also be contained within a rectangular
sign display when necessary to show time or physical zone limits. The prohibitory meaning of the
sign is not affected by its manner of display. Parking control signs may be prohibitory signs or
permissive signs. Prohibitory parking control signs use a red border, text, and arrow whereas
permissive parking signs, which may still contain a restrictive element in their message (e.g., a
maximum duration of stay), use a green border, text and arrow. As used in Abu Dhabi city,
Mawaqif signs also provide information on particular parking and payment regulations.

Prohibitory and permissive parking control signs may be mounted side-by-side on sections of
street where a stopping or parking prohibition changes to permitted parking. If there are no time or
payment controls over the use of a parking area it is not necessary to erect
parking control signs.
4.2.9.2 No Stopping Signs 370 through 376

NO STOPPING signs prohibit drivers from stopping their vehicle at any time
along the side of the road in which the sign is mounted. Depending on the
sign type, the coverage for this sign could be the section of road beyond the
op V1
Sign 370
sign (Sign 370), or in a zone within 40 meters of the sign in one or both
directions along the side of the road (Signs 371 through 373). Additionally, the stopping restriction
may be implemented on a time-specific basis (per Signs 374 through 376).
4.2.9.2.2 Standards
C -
y
1. NO STOPPING Sign 370
C
a. Purpose. Sign 370 shall be used when it is necessary to prohibit the driver of a
C
vehicle from stopping his vehicle at any time along the section of road beyond such
a sign, subject to compliance with a traffic signal, the direction of a traffic officer, to
Q
provide clear passage for an ambulance or rescue vehicle that is in service (flashing
red lights and sirens on), or to avoid a collision.
b. Installation. Sign 370 should be located on the right side of such multilane one-way
roadways within 150 meters of a point of entry to the roadway and in such a way
that the sign is at right angles to the normal direction of travel (i.e., parallel to curb
line or edge of pavement).
c. Appearance. Sign 370 shall be a blue circular shape with red border and two
diagonal red lines crossing at a 90 degree angle to form an “X”.
2. NO STOPPING ZONE Sign 371, 372, 373
a. Purpose. Signs 371, 372 or 373 shall be used when it is required that the driver of a
vehicle should not stop his vehicle at any time along a section of road or “zone”
within 40 meters of such a sign, subject to compliance with a traffic signal, the
direction of a traffic officer, to provide clear passage for an ambulance or rescue
vehicle that is in service (flashing red lights and sirens on), or to avoid a collision.

b. Appearance. Signs 371, 372, and 373 shall be a rectangular (vertical orientation)
white sign blank with red border, including the No Stopping circular sign design (per
Sign 370) within the upper part of the sign, and below that, a red arrow to indicate
the direction of application of the restriction from the sign as follows:
i. Sign 371 arrow points to the right. If mounted on the right side of the street,
indicates the end of the No Stopping Zone. If mounted on the left side of the
street, indicates the start of the No Stopping Zone.
ii. Sign 372 arrows point in both directions, indicating an intermediate point
within the No Stopping Zone.
iii. Sign 373 arrow points to the left. If mounted on the right side of the street,
op V1
indicates the start of the No Stopping Zone. If mounted on the left side of the
street, indicates the end of the No Stopping Zone.
3. NO STOPPING ZONE – TIME-RESTRICTED Sign 374, 375 and 376
C -
a. NO STOPPING signs 374, 375, and 376 shall be similar to Signs 371-373 above
y
C
except they shall be used when the DMAT or roads agency has designated specific
time limits for the no stopping zone, rather than it being valid the full 24 hours.
b. Sign shall indicate within the sign face the applicable time period or time periods.
C
c. Sign design shall be similar to signs 371-374 except that time information shall be
provided in red legend above the arrows. The arrows are oriented as follows:
Q
i. Sign 374 shall contain a right arrow

ii. Sign 375 shall contain arrows pointing in both directions
iii. Sign 376 shall contain a left arrow
Sign 374 Sign 375 Sign 376

374
4.2.9.2.3 Guidance
1. The use of NO STOPPING sign 370 is appropriate on high speed roads such as major
arterials which have limited points of access.
2. NO STOPPING signs should not be used indiscriminately but should be limited to situations
where:
a. The stopping of vehicles will pose a severe safety or capacity problem, and
b. There is a situation whereby a significant number of drivers are stopping their
vehicles, and

c. Where another form of regulatory sign or pavement marking would not otherwise
make stopping illegal.
3. The use of sign 370 should generally not be included in new designs, but rather as a retrofit
when a particular stopping problem has been identified. QUALIFICATION PLATE sign 365
should be used to convey regulatory limits with messages such as the following:
a. For 1000 m.
b. On Bridge.
c. In Thru Lanes.
d. End.
op V1
4. The action of NO STOPPING sign 370 should cease automatically when a driver leaves the
roadway on which it is provided unless he comes under the control of another NO
STOPPING sign on the roadway which he enters.
5. NO STOPPING ZONE signs 371-373 and 374-376 should be located on the right and/or
C -
left side of the roadway, as appropriate, with the sign face parallel to the curbline or edge of
y
roadway. The maximum distance between signs to give adequate coverage to a full section
C
of non-arterial urban roadway should be 80 meters.
6. When a stopping prohibition is to be applied to a section of roadway for a distance less
C
than 80 meters, two NO STOPPING ZONE signs 371 and 373 (no time constraints) or
Signs 374 and 376 (with time constraints) should be used, one at each end of the section of
Q
roadway.
4.2.9.3 No Parking Signs 377 to 382

NO PARKING signs prohibit drivers from parking their vehicle at any time along the side of the
road in which the sign is mounted. The coverage for this sign is for a zone within 40 meters of the
sign in one or both directions along the side of the road. Additionally, the parking restriction may be
implemented on a time-specific basis (per Signs 380 through 382).
4.2.9.3.2 Standards
1. NO PARKING Sign 377, 378, 379
a. Purpose. Signs 377, 378, and 379 shall be used when it is required that the driver of
a vehicle should not park his vehicle at any time along a section of road within 40
meters of such a sign
b. Appearance. Sign 377 shall be a circular regulatory sign for locations such as a cul-
de-sac or dead-end circulation area where parking is prohibited. Signs 377, 378 and
379 shall be a rectangular (vertical orientation) white sign blank with red border, with
a blue circle graphic with red border and single red diagonal line, and below that, a
red arrow to indicate the direction of application of the restriction from the sign as
follows:
i. Sign 377 arrow points to the right. If mounted on the right side of the street,
indicates the end of the No Parking Zone. If mounted on the left side of the
street, indicates the start of the No Parking Zone.

ii. Sign 378 arrows point in both directions, indicating an intermediate point
within the No Parking Zone.
iii. Sign 379 arrow points to the left. If mounted on the right side of the street,
indicates the start of the No Parking Zone. If mounted on the left side of the
street, indicates the end of the No Parking Zone.
op V1
C -
y
2. NO PARKING – TIME-RESTRICTED Sign 380, 381 and 382
C
a. NO PARKING signs 380, 381, and 382 shall be similar to Signs 377-379 above
C
except they shall be used when the DMAT or roads agency has designated specific
time limits for the no parking zone, rather than it being valid the full 24 hours.
b. Sign shall indicate within the sign face the applicable time period or time periods.
Q
c. Sign design shall be similar to signs 377-379 except that time information shall be
provided in red legend above the arrows. The arrows are oriented as follows:
i. Sign 380 shall contain a right arrow

ii. Sign 381 shall contain arrows pointing in both directions
iii. Sign 382 shall contain a left arrow
1. NO PARKING signs 377-382 should be located on the right and/or left side of the roadway,
as appropriate, with the sign face parallel to the curbline or edge of roadway. The maximum
distance between signs to give adequate coverage to a full section of urban roadway
should be 80 meters.
2. When a parking prohibition is to be applied to a section of roadway for a distance less than
80 meters two NO PARKING signs 377 and 379 (if no time constraint) and 380 and 382
(with time constraint) should be used, one at each end of the section of roadway.

4.2.9.4 Pay-and-Display Parking Signs 383, 384 and 385 (including

Mawaqif Sign 366M)
Signs 383, 384, and 385 indicate to drivers of vehicles using the parking area designated by the
sign that they should pay the appropriate tariff at the designated payment point and should affix the
ticket/notice received on the inside of the windscreen of the vehicle so that it can be observed from
outside the vehicle. Signs 366M provides regulatory information relative to Abu Dhabi city’s pay-
and-display parking policy for those zones where the policy is in effect.
4.2.9.4.2 Standards
op V1
1. Purpose. Signs 383, 384 and 385 shall be used to denote pay-and-display parking spaces.
2. Installation. Each sign shall be located as follows:
a. Signs 383 and 385 shall be located at each end of a row of parking bays served by
C -
y
a “PAY-AND-DISPLAY” payment point, with the sign face parallel to the curbline or
C
edge of roadway. The arrows on the signs will indicate the point from which the
“PAY-AND-DISPLAY” criteria applies, and will generally point towards the payment
C
point.
b. PAY-AND-DISPLAY PARKING sign 384 shall be located at intermediate intervals
between PAYAND-DISPLAY PARKING signs 383 and 385 only if more than one
Q
payment point is provided within a row of parking spaces. If this is the case, Sign
384 shall be provided approximately halfway between the pavement points.
c. Mawaqif Sign 366M shall be located on arterial routes entering a Mawaqif pay zone,
and shall list the pay zone options and corresponding curb colours.
3. Appearance.
a. Signs 383-385 shall be rectangular (vertical orientation) with green border, with the
upper portion of the sign having a blue square with white “P” (parking symbol), the
middle portion showing a green-and-blue pay and display graphic, and the lower
portion showing a right arrow (sign 383), left arrow (sign 385), and dual arrows in
both directions (sign 384). All arrows shall be green. The dimensions for these shall
be as shown in the Standard Drawings.
b. Sign 366M shall be large size regulatory sign that consists of the following
elements:
i. A red crown (no border) featuring white legend, including a stylized parking
logo associated with the Mawaqif program, and to the left of the logo, the
term “Attention” in Arabic and English, The complete legend shall be
horizontally and vertically centred within the red crown of the sign.
ii. A white rectangular sign with turquoise border and turquoise text, along with
curb colour codings containing the appropriate information as follows:
1. “Paid Parking Area” heading

2. Three levels of parking status as follows:

a. Black/yellow colours to left with text to the
right (left-justified for both Arabic and
English), stating “No Parking (24 Hours)”
b. Black/turquoise colours to left with text
(justified per above) stating “Standard”
(indicates normal rates for parking)
c. White/turquoise colours to left with text
(justified per above) stating “Premium”
(indicates higher rates for parking in
prime locations near major building
op V1
access points)
3. “Paid Parking Hours” heading with hours of
service shown below. Depending on location,
hours may differ, so that actual hours display may
C -
be a plate insert mounted on top of the sign
y
surface
C
Sign 366M
C
4.2.9.5 Parking for Disabled Persons Signs 386, 387 and 388
Q
Signs 386, 387, and 388 indicate to drivers of vehicles that the parking area designated by the sign
is reserved for use by disabled persons only and
that it should not be used by other drivers.
4.2.9.5.2 Standards
When a single PARKING FOR DISABLED
PERSONS sign 387 is required for a single
parking bay it should be located on the sidewalk
approximately in the centre of the length or width
of the parking bay. In such an application the
arrow is omitted. In other applications, signs 386
and 388 should be displayed in a similar manner
to that described for NO PARKING signs 377 and 379 (see Section 3.5.2). Sign 387 should be
used only to identify a single parking bay.
1. Purpose. Signs 386, 387 and 388 shall be used to denote disabled-persons parking
spaces.
2. Installation. Each sign shall be located as follows:
a. Sign 387 shall be used to designate a single parking space

b. Signs 386 and 388 shall be located at each end of a group of parking bays reserved
for disabled persons.
c. Appearance. Signs shall be rectangular (vertical orientation) with green border, with
the upper portion of the sign having a blue square with white “P” (parking symbol),
the middle portion (lower portion of Sign 387) showing a white disabled-person icon

in a blue square, and the lower portion showing a right arrow (sign 386) or left arrow
(sign 388). The dimensions for these shall be as shown in the Standard Drawings.
4.2.9.6 Parking Time Limit Signs 389.1, 389.2 and 389.3

Signs 389.1, 389.2 and 389.3 indicate to drivers of vehicles using the parking area designated by
the sign that there are time limits to their use of the parking area. The time limit may apply in one or
both of two ways:
 To the maximum duration of the parking period.
op V1
 To the times of day that parking is permitted
4.2.9.6.2 Standards
1. Purpose. Signs 389.1, 389.2 and 389.3 shall be used to denote a parking area that is
C -
limited by stay limit (e.g., 2 hours) or by time-of-day it is available for use (e.g., 0800-2100).
y
C
2. Installation. Signs shall be located as follows:
a. Signs 389.1 and 389.3 shall be located at each end of a row of parking bays with
C
the same time limit, with the sign face parallel to the curbline or edge of roadway.
b. Sign 389.2 shall be located at intermediate intervals between signs 389.1 and 389.3
if there is more than 40 m between the two end signs. For longer parking zones,
Q
Sign 389.2 shall be located at 40 m intervals.

c. Appearance. Signs shall be rectangular (vertical orientation) with green border, with
the upper portion of the sign having a blue square with white “P” (parking symbol),
the middle portion showing green time limit or stay limit text (Arabic and English),
and the lower portion showing a right arrow (sign 389.1), left arrow (sign 389.3), or
dual arrows in each direction (Sign 389.2). The dimensions for these shall be as
shown in the Standard Drawings.
4.2.9.6.3 Guidance
1. The messages of the PARKING TIME LIMIT signs 389.1, 389.2 and 389.3 may be varied.
The duration of stay limit or the time of day limit may be omitted if one or other is not
appropriate to the circumstances of the parking area.
2. For zones where Mawaqif pay-and-display (or m-Mawaqif electronic payment) is in effect,
Signs 389.1 through 389.3 are not used. Sign 366M entering the controlled parking zone
indicates the hours of paid parking. The Mawaqif subarea definitions (denoted by the
coloured curbs as described in Section 4.2.9.6.2 above) each have their own limits as
defined by the program – typically up to 24 hours for standard areas, and up to 4 hours for
premium areas.
3. For parking that is dedicated for goods vehicles, PARKING TIME LIMIT signs 389.1, 389.2
and 389.3 may be accompanied by a Supplementary Plate.

(L to R) Signs 389.1, 389.2 and 389.3
op V1
4.2.9.7 Examples of No Stopping/Parking Signage
Figure 4-11 illustrates the configuration of disabled and timed parking schemes within the same
city block.
C -
y
C
Figure 4-12 illustrates a parking zone of more than 80 m in length, illustrating the use of
intermediate parking zone signs as well as No Stopping signs on either side of the parking zone.
C
Q
Figure 4-11: Example of Disabled and Timed Parking Schemes
Figure 4-12: Parking Zone 80 m or more with No Stopping Zone on either Side

4.2.10 Vehicle-Specific Reservation Signing

Reservation signing is provided in order to identify particular
locations for bus stops and taxi stands, as well as reserved use of
lanes for buses and bicycles within a road or street facility,
particularly in urban areas. Specialized signing for level crossings
(including buses and light rail), exclusive bicycle facilities and
pedestrian facilities are respectively found in Chapters 8, 9 and
10.
op V1
Signing discussed in this section include the following
Reservation Sign types:
 BUS STOP SIGN and ROUTE NUMBER PLATE (390.1

and 390.2)
C -
y
Sign 390.1 and 390.2

C
PICK UP AND DROP OFF SIGN (391)
 LOADING ZONE SIGN (392)
 TAXI STAND SIGN (393)
C
 BUS LANE SIGNS (394.1, 394.2, 394.3 and 394.4) (Reference also to Chapter 7)
 HIGH-OCCUPANCY VEHICLE LANE Discussion (Reference to Section 7)
Q
 BICYCLE LANE SIGN (396) (Reference also to Chapter 8)
4.2.10.2 Bus Stop Sign 390.1 and Route Number Plate Sign 390.2
Sign 390.1 indicates to drivers of vehicles that the section of roadway designated is reserved for
the stopping or standing of DMAT Public Transport buses only, that bus drivers shall only use such
a section of roadway for the purpose of stopping to pick-up or drop-off passengers, and that such
section of road shall not be used by other vehicles. Sign 390 also advises waiting passengers the
bus stop name and the bus route numbers stopping at that stop.
1. Purpose. Sign shall indicate the location of a bus stop such that other vehicles are
precluded from stopping in this location.
2. Installation. The following are the key requirements:
a. BUS STOP sign 390.1 shall be located at the edge of the sidewalk so that it can be
seen by pedestrians and bus drivers (mounted perpendicular to the curb) and
should indicate the position for the driver to stop and passengers to queue.
b. Where bus bays are used, BUS STOP sign 390.1 shall be placed towards the front
of the bay such that the bus can pull fully out of the travelled way and that queuing
passengers may board the bus at that point.
c. ROUTE NUMBER PLATE 390.2 is placed under Sign 390.1 and shall list the bus
routes served by the stop and the corresponding routes (featuring name, route
number, and intermediate destinations.

3. Appearance. The following are the key requirements:
a. BUS STOP sign 390.1 shall be a white rectangle sign with the following elements:
i. A bus symbol centred at the top of the sign with the text “BUS STOP” to the
right. On the upper left corner, a bus stop location code (white on blue
background) shall be provided, with the DMAT logo placed below,
ii. The lower portion of the sign shall give the name of the bus stop, with street
name and points of interest below. At the bottom of the sign shall be the web
site and phone number for DMAT public transport, provided in white on a red
background as the sign footer.
op V1
b. ROUTE NUMBER PLATE sign 390.2 shall be a white rectangular plate whose
dimensions will depend on the number of routes served at the given bus stop. It
shall be organized by bus route, and shall feature, for each route listed, a black
banner with route name (Arabic justified right, English justified left), and a white field
C -
below containing the intermediate destination information in smaller font. Centred
y
C
for each route listing is a blue rectangle with the route number shown in white. Blank
white route “placeholder” plates may be used to reserve places for future route
listings on the sign.
C
4.2.10.2.3 Guidance
Q
A BUS STOP sign 390.1 may be located in a section of road that is otherwise designated by NO
STOPPING signs 370 to 373 or NO PARKING signs 380 or 382 and/or NO STOPPING LINE
marking 609 or NO PARKING LINE marking 610. When this occurs, BUS STOP sign 390.1 takes
priority over the other signs and/or markings, and a Public Transport bus is permitted to stop or
stand without committing an offence.
In this regard it is considered as good practice to mark all BUS STOPS with a NO STOPPING
marking 609 as it will enhance the visibility of the extent of the BUS STOP. It remains an offence
for any other road user to stop on such a section of roadway. In considering such a bus stop
position, due regards should be given to the reason why the section of road had already been
designated as NO STOPPING or NO PARKING.
4.2.10.3 Pick-Up And Drop-Off Sign 391

Sign 391 indicates to drivers of vehicles that the section of roadway designated
by the sign is reserved for stopping to drop-off or pick-up passengers, and is not
to be used as a parking bay.
Sign 391
1. Purpose. Sign shall be placed next to a reserved area for drop-off or pick-up of passengers,
where no parking or stopping is otherwise permitted.
2. Installation. Requirements are as follows.

a. PICK-UP AND DROP-OFF sign 391 shall be located at the edge of the sidewalk so
that it can be seen by pedestrians and drivers arriving to pick them up (mounted
perpendicular to the curb).
b. Sign 391 shall be placed to indicate the position for the driver to stop to pick-up
passenger(s).
c. Where recessed bays are used, PICK-UP AND DROP-OFF sign 391 shall be
placed towards the front of the bay such that vehicles can pull fully out of the
travelled way.
3. Appearance. PICK UP AND DROP OFF SIGN 391 shall be a white rectangular (vertical
orientation) shape with red outline, a black passenger pick-up icon on top, and Arabic and
op V1
English text below that in black indicating “Pick & Drop Only”.
1. Sign is typically placed in an area where passengers are dropped off and picked up from a
C -
public transport stop, terminal or station. Drivers shall not stand in the stopping area for a
y
C
longer time than it takes to drop-off or pick-up passengers. If their passenger is not waiting
they must move on and make the area available to others.
2. The provision of a drop-off and pick-up area requiring the placing of a PICK-UP and DROP-
C
OFF sign 391 is only likely to occur as an integrated part of the facilities provided to service
larger Public Transport terminals.
Q
4.2.10.4 Loading Zone Sign 392

LOADING ZONE sign 392 indicates to drivers of vehicles that loading and unloading of freight and
goods is permissible for a maximum period of 1 hour, and only in the bay at which the sign is
displayed. Use of the bay for stopping, standing, or parking other than for loading or unloading
constitutes an offence.
1. Purpose. Sign shall be placed next to a reserved area for loading and
unloading of freight and goods, where no parking or stopping is otherwise
permitted. This may either be a parking bay or may simply be a kerbside
along the street. The sign shall be used in conjunction with one of the
pertinent NO PARKING signs 377 to 382, and should be mounted on the
same post underneath the NO PARKING sign.
2. Installation. Sign 392 shall be located at the edge of the sidewalk,
parallel to the roadway, and central to the bay to which it is applicable.
3. Appearance. Sign 392 shall be a white rectangular (vertical orientation) Sign 392
shape with red outline, a black goods vehicle icon on top, Arabic and English text below
that in black indicating “Loading and Unloading Only”, and text below indicating the
maximum time limit (again in red), in a smaller font than the Loading and Unloading text
above.
4.2.10.4.3 Guidance
Any variations to this sign must have prior approval from the DMAT or responsible authority.

4.2.10.5 Taxi Stop Sign 393

Sign 393 indicates to driver of vehicles that the section of roadway designated is reserved for the
stopping or standing of taxis only, and that such section of road shall not be used by other
vehicles.
The space reserved by TAXI STOP sign 393 shall not be used for the parking of
taxis.
op V1
1. Purpose. Sign shall be placed next to a reserved area for stopping or
standing of taxis only, where no parking or stopping is otherwise permitted.
2. Installation. Sign 393 shall be located at the edge of the sidewalk, parallel
to the roadway, and central to the bay to which it is applicable. Sign 393
C -
3. Appearance. Sign 393 shall be a white rectangular (vertical orientation)
y
C
shape with red outline, a black taxi icon on top, and Arabic and English text below that in
red indicating “Only”.
C
4.2.10.5.3 Guidance
This sign may be used in a dedicated lane or bay at a hotel or airport or other popular pickup
Q
points. Any variations to this sign must have prior approval from the DMAT or responsible
authority.
4.2.10.6 Bus Lane Signs 394.1, 394.2, 394.3 and 394.4

Signs 394.1-394.4 indicate to drivers that a roadway dedicated for the use of buses or an access to
a facility so signed is reserved for DMAT Public Transport buses only. Such a facility may be a
dedicated bus lane, an out of service holding area, a passenger terminus or a bus station.
Although these facilities may be adjacent to the roadway they are not always part of the road right
of way. Notwithstanding this situation, it is appropriate that signs 394.1 through 394.4 be used to
regulate access to such facilities.
It is noted that this section does not provide a complete definition of all signing requirements
required for a bus rapid transit or express bus lane facility. This is more specifically detailed in
Chapter 7.6 of this Manual.
1. Purpose. BUS LANE signs 394.1, 394.2, 394.3, along with 394.4 (optional) shall define the
presence of a lane only open to buses.
2. Functions. Each of the signs shall function as follows:
a. START OF BUS LANE Sign 394.1 indicates the start of a bus lane on the right (a
left hand bus lane shall be indicated by a mirrored image of the sign symbology,
which would be known as Sign 394.1L).

b. BUS LANE INTERMEDIATE Sign 394.2 indicates the continuity of the bus lane on
the right (a left hand bus lane shall be indicated by a mirrored image of the sign
symbology, which would be known as Sign 394.2L).
c. END OF BUS LANE Sign 394.3 indicates the end of a bus lane on the right (a left
hand bus lane shall be indicated by a mirrored image of the sign symbology, which
would be known as Sign 394.3L).
d. BUS LANE Overhead Sign 394.4 may be used in lieu of Sign 394.2 for overhead
mounting along the bus lane corridor.
3. Installation. Requirements are as follows:
a. Sign 394.1 shall be placed on the side of the road where the bus lane is to begin, a
op V1
minimum 200 m from the beginning of the bus lane.
b. Sign 394.3 shall be placed a minimum 200 m from the end of the bus lane.
c. Sign 394.2 is placed at 250 m intervals on arterial routes.
d. Sign 394.4, if used instead of Sign 394.2, shall be placed at the beginning of all bus
C -
lane facilities.
y
C
4. Appearance. Requirements are as follows:
C
a. Sign 394.1 to 394.3 shall utilize blue rectangular signage with white border and
white icons/legend showing lane separation and bus symbols, with Arabic and
English text below the bus symbol indicating “BUS LANE”
Q
b. Sign 394.4 shall be a circular blue display with white border and white icons (bus
and downward arrow), with white text between the bus and down arrow in Arabic
and English indicating “BUS LANE”

4.2.10.6.3 Guidance
1. Signs 394.1-394.4 indicate to drivers of vehicles that a portion of roadway is reserved as a
BUS LANE for the use of DMAT Public Transport buses only. As noted above the use of
signs 394.1-394.4 does not oblige all buses to use the reserved lane if their route requires
otherwise, but the signs do have the effect of that no other class of vehicle shall use the
indicated lane. In order to clarify this for initial implementation of bus lane facilities in a
community, the use of Signs 394.1 and 394.4 at the beginning of a bus lane may be
accompanied by a post-mounted NO MOTOR VEHICLES Sign 359, as described
previously, which excludes other types of motor vehicles.
2. Signs 394.1, 394.2, and 394.3 shall be used in conjunction with CHANNELIZING LINE
marking 612 and “Bus” EXCLUSIVE USE LANE SYMBOL markings 623 (refer to Section
op V1
5.4.1), and any other relevant pavement markings determined by the detailed design of the
bus reservation lane. The effect of using marking 612 is that once buses are in the bus lane
they shall stay in the lane and can only cross the line into another lane in the case of an
emergency, or if directed to do so by a traffic officer. Marking 612 also prohibits other road
C -
y
users from crossing into the bus lane at any point.
C
3. Bus lanes may be located on the right side of the roadway adjacent to the curb line, or on a
dual carriageway road they can be located on the left side adjacent to the median provided
C
the service is essentially non-stop, or the median is wide enough to provide stopping places
where passengers can be picked-up or dropped off from the right side of the bus. In the
case of a left side bus lane the symbol/lane detail on signs 394.1, 394.2, and 394.3 should
Q
be mirrored and entitled 394.1L, 394.2L, and 394.3L.

4. The installation of a bus lane required a detailed engineering design based on the specific
site criteria and with particular attention to the requirements for traffic signs, pavement
markings, and traffic control signals as is discussed in Chapter 7 of this Manual. In general
terms sign 394.2 (or optionally, sign 394.4 on major arterials or expressways) should be
positioned once per section of road between intersecting side roads. If these sections are
lengthy, signs should be repeated at 250 meter intervals. Sign 394.4 should be repeated at
approximately 1,000 meter intervals on a left side long distance express bus lane on an
expressway.
5. Freeway bus lane applications are specifically discussed in Section 7.6 of this Manual.
4.2.10.7 High-Occupancy Vehicle Lane (Discussion)

A HIGH OCCUPANCY VEHICLE (HOV) is a vehicle containing a minimum number of passengers
(two or higher) that is capable of maintaining a minimum speed in excess of 70 km/h under
expressway or freeway conditions. In this context, any HOV with this level of occupancy are “the
permitted class of vehicle” and any class of vehicle with a lesser occupancy is considered to be an
“other class of vehicle.” In specific situations, the number of persons required to be in the vehicle
for the signing of an HOV facility may be changed to suit the desired operating conditions.
Occupancy by three persons should be considered as the minimum occupancy to warrant the
creation of an HOV facility.
HOV Lane requirements are specifically addressed in Section 7.6 of this Manual as part of the
overall “Managed Lane” discussion that involves both freeway bus and HOV access.

4.2.10.8 Bicycle Lane Sign 396

Sign 396 indicates to drivers of vehicles that the portion of roadway designated is reserved for use
by cyclists, and that such portion of roadway shall not be used by any other road user.
In practical terms, when a reserved lane cyclist facility is provided as a portion of a roadway, it is
likely that the BICYCLE LANE will be located on the right side of the roadway adjacent to the curb
line. In these cases, It may be necessary to allow certain vehicles to use a bicycle lane, for
instance loading or unloading.
op V1
This sign is intended for visibility by other vehicles travelling on a road or street (i.e., non-cyclists).
Bicyclist-specific traffic control signage is described in Chapter 8 of this manual.
C -
1. Purpose. Sign 396 shall signify the use of a lane reserved for bicyclists only and that should
y
C
not be used for driving or parking by motor vehicles except where directed by Police or in
an emergency where fire and rescue vehicles currently in service need to be provided with
adequate clearance to pass other traffic.
C
2. Installation. Sign 396 shall either be mounted either on the side or over the lane reserved
for bicyclists, the latter recommended in order to maximize visibility of the bike lane facility
Q
on more congested routes with less lateral visibility.

3. Appearance. Sign 396 shall be a circular blue shape with white border and white bicycle
icon.
4. Use with Pavement Markings. BICYCLE LANE sign 396 shall be used in conjunction with
ENHANCED LANE LINE marking 655 and “Cyclist” EXCLUSIVE USE LANE SYMBOL
marking 623.
4.2.10.8.3 Guidance
The installation of a BICYCLE LANE requires a detailed engineering
design based particularly on the safety issues concerning conflicts
between cyclists using the lane and vehicles wishing to turn across the
lane. The fact that such a lane is being considered implies that a
separate CYCLE LANE within the road right of way is not feasible;
however, the separate facility should always be preferred from a safety
perspective.
Sign 396
4.2.11 Comprehensive Signage
The signage in this section addresses comprehensive information on the start and finish of
particular levels of access, including freeways (controlled access) as well as, conversely, local
neighbourhoods, including residential areas and pedestrian zones.

4.2.11.1 Beginning of Freeway Sign 398.1

Sign 398.1 indicates to drivers of vehicles that a dual carriageway freeway begins and that the
various controls and prohibitions become effective beyond the sign.
1. Purpose. Sign 398.1 may be installed at the discretion of DMAT at the beginning of freeway
controlled-access facilities, denoting specific freeway restrictions as covered under the Abu
Dhabi Road Regulation.
op V1
2. Installation. The BEGINNING OF FREEWAY sign 398.1 shall be located as follows:
a. On entrance ramps from non-freeways within the first third of the distance of the
ramp, on the right side.
b. On both the right and left (median) side of a dual carriageway road in the direction
C -
where the freeway begins or transitions from another non-
y
C
freeway facility.
3. Appearance. Sign 398.1 shall have a blue background with a white

C
icon and border.
Q
Freeway rules invoked by sign 398.1 should mean that, except in case of
emergency, no person should: Sign 398.1
 Operate a non-motorized vehicle on or near the freeway.

 Be on foot on or near the freeway.
 Stop or reverse a vehicle on the roadway.
 Stop, park, or drive on a shoulder, median, or roadside area.
 Drive at a speed less than 70 km/h or 30 km/h less than the prevailing traffic speed,
whichever is lower.
4.2.11.2 End of Freeway Sign 398.2

Sign 398.2 indicates to the drivers of vehicles that a freeway is about to
end and that the relevant freeway rules are no longer applicable.
Sign 398.2
1. Purpose. Sign 398.2 may be installed at the discretion of DMAT,
at the end of freeway controlled-access facilities, denoting the end of specific freeway
restrictions as covered under the Abu Dhabi Road Regulation
2. Installation. The END OF FREEWAY sign 398.2 shall be located as follows:
a. Within the final third of the length of all freeway off-ramps connecting to non-freeway
facilities.

b. On both the right and left (median) side in the direction where the freeway
transitions from another non-freeway facility.
3. Appearance. Sign 398.2 shall have a blue background with a white icon and border, and a
diagonal slash in red.
4.2.11.2.3 Guidance
If it is required that some of the prohibitions provided for on the freeway be retained on the facility
continuing beyond the freeway, specific prohibition signs (e.g., following the format of COMBINED
RESTRICTION Sign 364) should be erected accordingly beyond sign 398.2.
op V1
4.2.11.3 Entering Neighbourhood Sign 399.1
Sign 399.1 indicates to drivers of vehicles that they are entering a
C -
residential area with pedestrians, including children, and that specific
y
C
regulations apply as presented below.
C
1. Purpose. Sign 399.1 shall denote the start of a residential, high-
pedestrian area with particular vehicle and operating restrictions
Q
Sign 399.1
as below.
2. Applicable Regulations: The following regulations shall apply when the subject sign is
posted:
a. No goods movements through neighbourhood except for local access or delivery.

b. Pedestrians and children in the roadway have right-of-way
c. General speed is 30 km/h, or may be less where posted
d. Traffic calming tools such as speed humps and mini-roundabouts may be found
within the neighbourhood without prior advance warning signage
e. Cannot enter the area by vehicle and drive through the area to exit at another point
without breaking their journey
3. Installation. The ENTERING NEIGHBOURHOOD sign 398.1 shall be displayed on the right
side of all points of access to all residential areas as declared by the responsible agency for
the purposes of neighbourhood traffic control.
4. Appearance. Sign 399.1 shall have a blue background with a white icon and border.
4.2.11.3.3 Guidance
Sign 399.1 (along with 399.2) should not be installed along through routes which have higher
speed limits than typically allowed in the neighbourhood as well as reduced restrictions on trucks.
Intent of these signs is to discourage through traffic (including commercial traffic) through local
neighbourhoods, unless the driver has a particular residence or justification for being in the
neighbourhood.

4.2.11.4 Leaving Neighbourhood Sign 399.2

Sign 399.2 indicates to drivers that they are leaving a residential area
with pedestrians, including children and the neighbourhood-specific
operations restrictions no longer apply unless otherwise indicated.
1. Purpose. Sign 399.2 shall denote the end of a residential, high- Sign 399.2
pedestrian area with particular vehicle and operating restrictions.
op V1
2. Installation. The LEAVING NEIGHBOURHOOD sign 398.2 shall be displayed on the right
side of all points of exit to all residential areas as declared by the responsible agency for
the purposes of neighbourhood traffic control.
3. Appearance. Sign 399.2 shall have a blue background with a white icon and border with red
diagonal bar across the face of the sign.
C -
y
4.2.12
C
Closure Signage, Barricades, and Gates
C
This section provides an overview of permanent closure, barricade and gate installations that are
Q
used to warn and alert road users of the terminus of a roadway or travel lane in other than
temporary traffic control zones.
4.2.12.2 road closed and local traffic only Signs 360.1 and 360.2
Signs 360.1 and 360.2 are used along with chevron signing (Section 4.3.5) whenever a road is
incomplete and traffic must be routed over another facility, and where certain routes end within a
local area. Advance guide signing strategies as per Section 4.4 are required in conjunction with
these signs as per Section 4.3.
1. Purpose. ROAD CLOSED sign 360.1 shall indicate a permanent road closure, LOCAL
TRAFFIC ONLY Sign 360.2 shall be used when it is necessary to detour through traffic
around an area of permanent closure.
2. Application. The scheme presented here shall not be used as a stand-alone scheme for
freeways, expressways, and major roads without other guide signing strategies integrated
as per Section 4.4.6.
3. Installation. Signs shall be located at the point of closure in conjunction with the barricades
as discussed in Section 4.2.12.3 below. Sign 360.2 shall be located in a manner that
permits local traffic to proceed but shall not permit more than one lane of traffic in each
direction.
4. Appearance. Signs shall be rectangular with black border and black legend. Chevron
warning signing (Section 4.3.5) in the direction of the detour routing shall be provided
across the top of the Road Closed sign

Sign 360.1 Sign 360.2
op V1
4.2.12.2.3 Guidance
Permanent road closure signage, including advance warnings should typically be integrated into
the guide sign (Section 4.4) design scheme for the corridor in question. The examples presented
C -
here are for local non-freeway routes (rural or suburban and urban areas).
y
C
4.2.12.3 Barricades
C
In conjunction with the above closures, barricades shall be provided to (a) delineate the permanent
Q
detour route, (b) delineate local traffic routes, (c) protect the road-end area against incidents and
protect travel safety.
4.2.12.3.2 Standard
1. Application. When used to warn and alert road users of the terminus of a roadway in other
than temporary traffic control zones, barricades shall meet the design criteria of Section
11.5 for a Type 3 Barricade, except that the colours of the stripes shall be retroreflective
white and retroreflective red.
4.2.12.3.3 Guidance
Appropriate advance warning signs (see Section 4.3) should be used.
4.2.12.3.4 Examples
1. Barricades may be used to mark any of the following conditions:
a. A roadway ends,
b. A ramp or lane closed for operational purposes, or
c. The permanent or semi-permanent closure or termination of a roadway.
2. An end-of-roadway marker or markers may be used as described in Section 4.3.12.

4.2.12.4 Gates
Gates described in this section used for weather or other emergency conditions are typically
permanently installed to enable the gate to be immediately deployed as needed to prohibit the
entry of traffic to the road segment(s).
A gate typically features a gate arm that is moved from a vertical to a horizontal position or is
rotated in a horizontal plane from parallel to traffic to perpendicular to traffic. Traffic is obstructed
and required to stop when the gate arm is placed in a horizontal position perpendicular to traffic.
Another type of gate consists of a segment of fence (usually on rollers) that swings open and
op V1
closed, or that is retracted to open and then extended to close.
Gates are sometimes used to enforce a required stop. Some examples of such uses are the
following:
 C -
y
Parking facility entrances and exits,

C
Private community entrances and exits,
 Military base entrances and exits,
C
 Movable bridges,
 Automated Flagger Assistance Devices (see Section 11.4), and

Q
Railroad and light rail grade crossings (see Chapter 7)
Gates are sometimes used to periodically close a roadway or a ramp. Some examples of such
uses are the following:
 Closing ramps to implement counter-flow operations for evacuations,
 Closing ramps that lead to reversible lanes, and
 Closing roadways for weather events such as fog, sandstorms, high winds, flooding, or for
other emergencies.
1. Appearance. Gate arms, if used, shall be fully retroreflectorized on both sides, have vertical
stripes alternately red and white at 400 mm intervals measured horizontally as shown in
Figure 4-13.
2. Length. The gate arm shall extend across the approaching lane or lanes of traffic to
effectively block motor vehicle and/or pedestrian travel as appropriate.
3. Offset. When gate arms are in the vertical position or rotated to an open position, the
closest part of the gate arm and support shall have a lateral offset of at least 700 mm from
the face of the curb or the edge of the travelled way.
When gate arms that are located in the median or on an island are in the horizontal position
or rotated to a closed position, the closest part of the counterweight or its supports shall
have a lateral offset of at least 700 mm from the face of the curb or the edge of the travelled
way of the open roadway on the opposite side of the median or island.

1200 mm minimum
1500 mm maximum
700
mm
op V1
Figure 4-13: Typical Gate Installation
4. Use of gate warning lights. To enhance visibility at night, and for application to major traffic
routes, red lights shall be provided along the top edge of the gate arm, The red lights shall
C -
y
be steadily illuminated or flashed only during the period when the gate is in the horizontal or
C
closed position and when the gate is in the process of being opened or closed.
4.2.12.4.3 Guidance
C
1. When a gate that is rotated in a horizontal plane is in the position where it is parallel to
traffic (indicating that the roadway is open), the outer end of the gate arm should be rotated
Q
to the downstream direction (from the perspective of traffic in the lane adjacent to the gate
support) to prevent spearing if the gate is struck by an errant vehicle.
2. If a pedestrian route is present and if it is not intended that pedestrian traffic be controlled
by the gate, a minimum of two feet of lateral offset from supports, posts, counterweights,
and gate mechanisms should be provided when the gate arm is in the open position and
when the gate arm is in the closed position such that pedestrian travel is not impeded.
3. If used on a one-way roadway or ramp, the retro-reflectorization may be omitted on the side
of the gate facing away from approaching traffic.
4. Where gate arms are used to block off ramps into reversible lanes or to redirect
approaching traffic, the red and white striping may be angled such that the stripes slope
downward at an angle of 45 degrees toward the side of the gate arm on which traffic is to
pass.
5. If used on a one-way roadway or ramp, the retro-reflectorization may be omitted on the side
of the fence facing away from approaching traffic.
4.3 Warning Signs

4.3.1 Overview
Warning signs are used to make drivers aware of hazardous or potentially hazardous conditions in
the roadway which drivers might not otherwise expect to see due to the nature of the hazard, the
hazard being hidden or partially hidden, or due to the driver’s workload at the time. Advance
warning signs have a unique triangular shape and the warning message is given in the majority of
instances by a symbolic representation of the hazard or potential hazard.
In order to maintain the credibility of warning signs they should only be used when a need has
been established or a warrant satisfied. If warning signs are used simply to “warn” of fully visible

everyday road features, those warning signs which really are important are likely to be less
effective. Most warning signs are located in advance of the hazard to which they refer. To be
effective as a class, warning signs must be positioned consistently. The location of warning signs
should, in part, be related to the speed with which the hazard can be negotiated. This in turn
relates to the difference between the speed at the hazard and the speed when viewing the sign.
The appropriate distances for positioning advance warning signs are presented in Section 4.3.2.1.
It is important to note that warning signs should not be placed too far in advance of the condition,
such that drivers might tend to forget the warning due to other driving distractions, especially in
urban areas.
It is also important that there be an adequate clear visibility distance to the warning sign. The
op V1
availability of this distance must be checked at the time of installation of the sign. Clear visibility
distance cannot be assumed to exist simply because it appears to be available from reading a plan
of a section of road. Engineers need to exercise professional judgment on site to ensure drivers
have adequate clear visibility to a warning sign.
C -
Likewise, sound engineering judgment is required for placement of warning signs used to alert
y
C
drivers to temporary road conditions or particularly hazardous conditions. In either of these
situations, distances from the sign to the hazard may need to be increased or decreased from the
C
guidelines in Section 4.3.2.1. It may also be the case that multiple warning signs are needed to
effectively alert drivers to a single hazard. Engineers should consider either of these options during
initial installation and be prepared to review this decision in the future if deemed warranted.
Q
4.3.2 Function of Warning Signage
4.3.2.1 Standards
1. Purpose of Warning Signage. Warning signs shall be used to call attention to unexpected
conditions on or adjacent to a road, street, or private roads open to public travel and to
situations that might not be readily apparent to road users. Warning signs shall alert road
users to conditions that might call for a reduction of speed or an action in the interest of
safety and efficient traffic operations.
2. Application of Warning Signage. The use of warning signs shall be based on an
engineering study or on engineering judgement. Use of warning signs should be kept to a
minimum as their unnecessary use tends to breed disrespect for all signs.
Installation of Warning Signage. Warning signs shall be installed in advance of the hazard
to which they refer. The signs shall be located at a distance based in part on the speed
required to safely negotiate the hazard. Table 4-17 contains a list of the most commonly-
used warning signs for each sub-classification.
Table 4-16 gives guidelines for the positioning of advance warning signs. Distances in Table 4-
16 are based on standard traffic-engineering stopping-sight distance equations (distance
needed to reduce speed from approach speed to safe operating speed at hazard). In addition,
the signs shall provide adequate visibility and legibility consistent with the requirements of
Section 4.1 in order to obtain compliance. The effectiveness of the placement of warning signs
shall be periodically evaluated under both day and night conditions. For Hazard Markers. They
shall be located as close as possible to the physical hazard to identify its position.

3. Single message per sign. In order to maintain the clarity of message required of warning
signs only one symbol shall be used on a sign except where specifically identified in this
Manual. If two messages are required at a single location, two signs shall be used. No
more than two warning signs shall be provided in a single location.
4. GENERAL WARNING sign. If a warning sign is required for which there is no symbol,
GENERAL WARNING sign 450 shall be used in conjunction with a SUPPLEMENTARY
PLATE sign 589 (see Section 4.4.6).
5. Signing Sub-classifications. In order to assist in understanding the different functions of
different types of warning signs, the class shall be further sub-divided as follows:
op V1
a. Advance warning signs
b. Hazard marker signs
c. Diagrammatic signs
C -
Table 4-17 contains a list of the most commonly-used warning signs for each sub-
y
classification.
C
Table 4-16: Guidelines for Positioning Advance Warning Signs
C
Posted Speed at Hazard (km/h)
Approach Speed ≤ 20 30 40 50 60 70 80
Q
Preferred Distance of Sign from Hazard (metres)

30 Note 1 Note 2 — — — — —
40 25 Note 1 Note 2 — — — —
50 75 60 Note 1 Note 2 — — —
60 125 110 100 50 Note 2 — —
70 150 140 125 110 50 Note 2 —
80 175 160 150 125 100 60 Note 2
90 200 185 175 150 140 75 65
100 250 230 200 180 175 125 100
110 275 250 225 210 190 160 130
120 300 275 250 230 210 190 175
NOTES:
1. No suggested minimum distances are provided for these speeds, as placement location is dependent on site
conditions and other signing to provide an adequate advance warning for the driver.
2. No specific recommended placement distance is provided for these speeds. The Engineer should exercise
professional engineering judgment in light of local conditions.
4.3.2.2 Guidelines
1. Warning signs provided in this Manual cover most of the conditions that are likely to be
encountered. If necessary, additional warning signs can be developed for specific hazards
not covered in this manual based on an engineering study and adherence to the standards
in this Manual.

2. Symbols used should be the same in appearance as those shown in this manual. When
new symbols are approved for usage, especially on warning signs, a SUPPLEMENTARY
PLATE sign 589 (see Section 4.4.6 of this manual) should accompany these signs for a
period of up to three years, if deemed necessary, for public education.
3. SUPPLEMENTARY PLATE sign 589 may be attached below an advance warning sign to
enhance the message of the sign. Warning signs that advise road users about conditions
that are not related to a specific location, such as Animals Ahead or Low Flying Aircraft,
should be installed in an appropriate location, based on engineering judgment, since they
are not covered in Table 4-17.
4. All classes of warning sign apply on a 24-hour basis unless otherwise indicated by a
op V1
secondary message.
5. Dynamic message signs may be used to display a warning message.
C -
6. A Warning Beacon may be used in combination with a standard warning sign.
y
C
7. Dimensions or measures should utilize Arabic numbers with English text for units, and thus
supplementary plates with such information should be one line.
C
Table 4-17: Categories of Warning Signs and Plaques
Sign
Q
Category Group Signs or Plaques

Designations
Junction Ahead Signs Crossroad Ahead, T-Junction Ahead, Side Road 401-406
Ahead (right/left), Staggered Side Road Ahead
(right/left)
No Through Road Signs No Through Road (right/left/through) 407-409
Merging Traffic Signs Merging Traffic (right/left) 410-411
Curve Signs Curve Sign (right/left) 412-413
Bends Ahead Signs Bends Ahead (right/left) 414-415
Two-way Traffic Sign Two-Way Traffic 416
Lane Ends Sign Lane Ends Sign (right/left) 417-418
U-Turn Ahead Sign U-Turn Ahead 419
Roundabout Ahead Sign Roundabout Ahead 420
Road Narrows Ahead Signs Road Narrows Ahead (right/left/both sides) 421-423
Advanced
Warning Dual Carriageway Ends Ahead Dual Carriageway Ends Ahead 424
Signs Sign
Maximum Headroom Sign Maximum Headroom 425
Children Sign Children 426
Pedestrian Crossing Ahead Sign Pedestrian Crossing Ahead Sign 427
Stop Control Ahead Sign Stop Control Ahead 428
Give-Way Control Ahead Sign Give-Way Ahead 429
Traffic Signals Ahead Sign Traffic Signals Ahead 430
Quayside Sign Quayside 431
Drawbridge Ahead Sign Drawbridge 432
Animal Ahead Sign Animal Ahead 433
Low-Flying Aircraft Sign Low-Flying Aircraft 434
Speed Hump Sign Speed Hump 435

Sign
Category Group Signs or Plaques
Designations
Tunnel Sign Tunnel 436
Falling Rocks Sign Falling Rocks 437
Slippery Surface Sign Slippery Surface 438
General Warning Sign General Warning 450
Hazard Plate Signs Hazard Plate (right/left) 451-452
Hazard Single Chevron Sign Single Chevron (right/left) 454-455
Marker Signs Multiple Chevron Sign Multiple Chevron (right/left) 456-457
T-Junction Chevron Sign T-Junction Chevron 458
Lane Drop Signs Lane Drop (from right/from left) 465-466
op V1
Beginning/End of Median Signs Beginning/End of Median 472-473
Additional Lane Signs Additional Lane 480-481
Joining Lane Signs Joining Lane 482-483
Lanes Merge Sign Lanes Merge (two lane roadway/high-speed 490, 492
Diagrammatic
roadway)
Signs
C -
Lane Use Control -Trucks and Lane Use Control Trucks and Busses 484-485
y
C
Busses Sign
Lane Use Control – Directional Directional Restriction 486
Restriction Sign
C
High Vehicle Warning Sign High Vehicle Warning 495
Speed km/h 589
Other
Location School, e.g. 589
Supplemental
Q
Distance XX Metres, XX Kilometres 589

Plaques
General General Warning 589
4.3.3 Design of Warning Signs
4.3.3.1 Standards – Shape and Size of Warning Signs

1. Standard Shapes. Standard sign shapes for warning signs shall be consistent with those
shown in Section 4.1.9.1, Table 4-7. The TRIANGULAR shape, with the point up, is used
exclusively for advance warning signs. The POINTED RECTANGLE, with the long axis
horizontal, is used exclusively for chevron signs. The RECTANGLE, with the long axis
vertical, is used for diagrammatic warning signs. Other shapes shall not be used except as
approved by the DMAT.
2. Standard Colours. Standard advance warning sign colours shall have a black icon on a
white background with a thick red border. Standard hazard marker signs shall have a white
background with red chevrons and a thin red border. Hazard plate signs shall have a red
background with white diagonal stripes. Standard diagrammatic signs shall have black
icons on a white background with a thin red border.
3. Size Requirements. Warning signage shall be consistent with the visibility and size
requirements shown in Section 4.1.9.3, Table 4-8. For supplementary plates, the size
requirements are shown in Table 4-18.
Table 4-18: Minimum Size of Supplemental Warning Plaques
Size of Warning Sign (millimetre) Size of Supplemental Plaque
Rectangular (mm) Square (mm)
1 Line 2 Lines Arrow
600 610 x 305 610 x 460 610 x 305 460 x 460

750
900 750 x 460 750 x 610 750 x 460 610 x 610
1200
Notes:
1. Dimensions in millimetres are shown as width x height.
2. Warning sign sizes refer to the apex to apex measurement of the side of the triangular sign.
3. Larger supplemental plaques may be used when appropriate.
4.3.3.2 Standards – Visibility of Warning Signs

1. Retroreflectivity. Warning signs shall be retroreflective or illuminated as per the
requirements of Section 4.1.8 of this Manual, in order to show the same shape and similar
op V1
colour by both day and night, unless specifically stated otherwise in this Section 4.3 for a
particular sign or group of signs.
2. Illumination by Street or Road Lighting. The requirements for sign illumination shall not be
considered to be satisfied by street or road lighting.
4.3.4 C -
Advance Warning Signs
y
C
4.3.4.1 Overview
C
The purpose of Advance Warning Signs is to notify drivers that they are approaching a hazard or
potential hazard in the roadway. A variety of warning signs can be used to advise motorists of
Q
junctions ahead, merging traffic, changes in roadway alignment, and the potential for encountering
pedestrians, animals, etc. Uniform application of these traffic control devices with respect to the
amount of change in the roadway alignment, severity of hazard, etc. conveys a consistent
message establishing driver expectancy while promoting effective roadway operations. To be
effective, Advance Warning signs need to attract the attention of drivers sufficiently early, and
therefore are not appropriate to mark or identify the actual location of the hazard; Hazard Marker
signs should be used for such purposes. The design and application of these warning signs to
meet those requirements are addressed in this section.
4.3.4.2 Standards – General

The general standards presented in Section 4.3.2.1 apply to the Advance Warnings signs
discussed below. Any additional standards that apply to specific signs will be presented within the
discussion of those signs.
4.3.4.3 Guidance – General

The general guidelines presented in Section 4.3.2.2 apply to the Advance Warning signs discussed
below. Any additional guidance that apply to specific signs will be presented within the discussion
of those signs.
4.3.4.4 Junction Ahead Signs 401 TO 406

Signs 401 to 406 warn motorists of a junction ahead. CROSSROAD AHEAD (sign 401), SIDE
ROAD AHEAD (signs 403 and 404) and STAGGERED SIDE ROAD AHEAD (signs 405 and 406)
are specifically for use on a major road to indicate the presence and layout of the junction ahead.

T-JUNCTION AHEAD sign 402 may be used on a major or minor road although its use on major
roads is not likely to be common.
4.3.4.4.2 Standards
1. Purpose. The JUNCTION AHEAD signs 401 to 406 shall be considered for use in an urban
area only when all of the following conditions apply:
a. The junction is not controlled by traffic signals.

b. There are no advance direction signs.
c. With the exception of T-JUNCTION AHEAD sign 402, there are no STOP or GIVE
WAY signs or road markings on the major road approach.
op V1
d. No other means is available to improve the identification of the junction from an
adequate distance to allow drivers to safely negotiate a turn. That is, there are no
road markings, gore signing, or street name signs.
C -
y
C
C
Q
Sign 401 Sign 402
Sign 403 Sign 404

op V1
Sign 405 Sign 406
2. Appearance. JUNCTION AHEAD signs 401 to 406 shall utilize the triangular shape
consistent with Section 4.1.9.1, Table 4-7, and shall have a white background with a black
C -
icon and thick red border.
y
C
3. General Placement and Visibility. Signs 401 to 406 placement and visibility shall be
consistent with the Standards presented in Section 4.3.3.1, Section 4.3.3.2, and based on
engineering judgment.
C
4. Location. Signs 401 to 406 shall be located on the right side of the roadway at a distance
from the junction as indicated in Table 4-16 and with a clear sight distance to the sign.
Q
5. Supplementary Plates. A SUPPLEMENTARY PLATE sign 589 indicating the distance to

the junction to the nearest 20 metres shall be attached below all signs 401 to 406.
4.3.4.4.3 Guidance
Staggered Side Road Ahead signs 405 and 406 should only be used when the distance between
the staggered side roads is less than that given in below. If the distance exceeds the value shown, two type
403 or 404 signs should be used, and the signs being located in accordance with Table 4-16. STAGGERED JUNCTION
AHEAD signs 405 and 406 shall be located at the distance given in Table 4-16 in advance of the first of the two side
road junctions.
1. It is appropriate to consider the use of CROSSROAD AHEAD sign 401 and T-JUNCTION
AHEAD sign 402 on the minor road approach to a rural junction, particularly if the road
alignment is not straight on the approach to the junction. For such an application the width
of both legs of the symbol on CROSSROAD AHEAD sign 401 should be sized similarly to
that for T-JUNCTION AHEAD sign 402.
2. No more than two side road symbols should be displayed on the same side of the highway
on STAGGERED JUNCTION AHEAD sign 405 or 406; furthermore, no more than three
side road symbols should be displayed on these signs
3. Engineering judgement should be used to determine if a larger sign is needed in certain
circumstances than what is recommended in Section 4.1.9.3, Table 4-8.

Table 4-19: Junction Spacing Requirements for Signs 405 and 406
Operating Speed (85th Percentile) Distance Between Junctions
(km/h) (metres)
Up to 45 <60
45 to 65 <150
65 to 85 <200
>85 <300
4.3.4.5 No Through Road Signs 407, 408, AND 409
op V1
Signs 407 to 409 are to warn motorists that the road indicated on the sign is not available to
through traffic (i.e., the road is a dead-end road or is closed to through traffic for some reason)
4.3.4.5.2 Standards
C -
y
C
1. Purpose. NO THROUGH ROAD signs 407 to 409 shall be used where necessary to
indicate to motorists that a particular road displayed on the sign is not open to through
C
traffic.
2. Appearance. Signs 407 to 409 shall utilize the triangular shape consistent with Section
4.1.9.1, Table 4-7, and shall have a white background and a thick red border. The icon
Q
should be black and red, with black representing the road and a red
“stump” representing the end of the throughway.
3. General Placement and Visibility. Signs 407 to 409 placement and
visibility shall be consistent with the Standards presented in Table 4-
16, in Section 4.3.3.1, Section 4.3.3.2, and based on engineering
judgment.
4. Location. Signs 407 to 408 shall be located on the right side of the
roadway at a distance from the junction as indicated in Table 4-16 and
Sign 407
with a clear sight distance to the sign. Sign 409 shall be placed at the
start of the road segment which dead ends, and should be provided
with a Supplementary Plate showing the distance to the dead end.
4.3.4.5.3 Guidance
1. NO THROUGH ROAD signs 407 to 409 should only be used when it is
not otherwise obvious that the road concerned is not a through road.
2. The use of sign 409 is appropriate in advance of a crossroad when the
straight ahead leg of the junction is not a through road. Sign 408
3. Engineering judgement should be used to determine if a larger sign is
needed in certain circumstances than what is recommended in Section
4.1.9.3, Table 4-8.
4.3.4.6 Merging Traffic Signs 410 AND 411

Sign 409
MERGING TRAFFIC signs 410 and 411 may be used to warn motorists on the

major and entering roadways that merging movements might be encountered in advance of a point
where lanes from two separate roadways converge as a single traffic lane. Sign 410R and 411R
refer to merging traffic from the right-hand side onto the major route, while Sign 410L and 411L
pertain to traffic entering from the left-hand side onto the major route.
op V1
C -
y
C
C
Q
4.3.4.6.2 Standards
1. Purpose. MERGING TRAFFIC signs 410 and 411 shall be used where necessary to warn
motorists of a junction ahead where two streams of traffic travelling in the same direction,
and of equal priority, are required to merge into one stream. MERGING TRAFFIC Signs
410 and 411 shall not be used if the traffic on the joining roadway is subject to stop or give
way control.
2. Appearance. Signs 410 and 411 shall utilize the triangular shape consistent with Section
4.1.9.1, Table 4-7, and shall have a white background, a black icon, and a thick red border.
3. General Placement and Visibility. Signs 410 and 411 placement and visibility shall be
consistent with the Standards presented in Table 4-16, in Section 4.3.3.1, Section 4.3.3.2,
and based on engineering judgment.
4. Location. Sign 410R shall be located on the right side of the through roadway at a distance
from the junction of the roadways as indicated in Table 4-16, subject to adequate clear
sight distance being available.
a. Sign 411R, if required, shall be located on the right side of the joining roadway at a
distance from the junction of the roadways as indicated in Table 4-16, subject to
adequate clear sight distance being available.
b. Where needed, Sign 410L (merge from left side) shall be located on the left side of
the through roadway at the distance indicated in Table 4-16.
c. Sign 411L, if required, shall be located on the right side of the joining roadway (as
with the right-hand entry) at a distance from the junction of the roadways as
indicated in Table 4-16, subject to adequate clear sight distance being available.

4.3.4.6.3 Guidance
1. MERGING TRAFFIC sign 411 need only be used when the angle between the two merging
roadways makes it difficult to position sign 410 so that it may be viewed from both
roadways.
2. Where two roadways of approximately equal importance converge, MERGING TRAFFIC
signs should be placed on each roadway with Sign 410R on the roadway merging from the
left (placed on the right hand side) and Sign 410L on the roadway merging from the right
(placed on the left hand side). Refer to Figure 4-14.
3. MERGING TRAFFIC signs should not be used in place of Lane End signs 417 and 418.
op V1
C -
y
C
C
Q
Figure 4-14: Merge Between Routes of Equal Importance

circumstances than what is recommended in Section 4.1.9.3, Table 4-8. In general, for
speeds of 80 km/h or more and for more complex multi-lane merges, the use of rectangular
diagrammatic warning signs (Section 4.3.6) should be considered as an alternative to Signs
410 and 411.
4.3.4.7 Right (Or Left) Curve Sign 412 (OR 413)

RIGHT (OR LEFT) CURVE Signs 412 and 413 warn motorists that there is a curve in the road
ahead to the right (or left) which requires caution.

op V1
C -
y
4.3.4.7.2 Standards
C
1. Purpose. RIGHT (OR LEFT) CURVE Signs 412 and 413 shall be used where necessary to
advise motorists that a change in horizontal roadway alignment, a curve, is ahead. The
C
following criteria shall be followed to determine when it is appropriate to use these signs:
Q
a. Sign 412 (or 413) shall be used in advance of a horizontal curve that can only be
negotiated comfortably by reducing speed by one tenth or more of the operating
speed of traffic on the preceding straight.
b. Sign 412 (or 413) shall not be used on roadways with a basic posted speed less
than 60 kilometres per hour, except for exceptional circumstances.
consistent with the Standards presented in Table 4-16 in Section 4.3.3.1, Section 4.3.3.2,
4. Location. RIGHT CURVE sign 412 shall be located on the right side of the roadway at a
distance from the start of a right-hand curve as indicated in Table 4-16 and with a clear
sight distance to the sign. Sign 413 should be used similarly for a left-hand curve.
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 indicating the recommended
speed at which the curve may be safely negotiated shall be attached below sign 412 and
sign 413.
4.3.4.7.3 Guidance
Engineering judgement should be used to determine if a larger sign is needed in certain

4.3.4.8 Bends Ahead Signs 414 and 415

BENDS AHEAD signs 414 and 415 warn motorists that there are sharp reverse direction curves in
the road ahead.
op V1
C -
y
C
C
Q
4.3.4.8.2 Standards
1. Purpose. BENDS AHEAD signs 414 and 415 shall be used when necessary to advise
motorists of sharp reverse curves ahead. BENDS AHEAD signs 414 and 415 shall only be
displayed when:
a. The bends can only be negotiated comfortably by reducing speed by more than one
tenth of the operating speed of traffic on the preceding straight, and/or
b. The length of the straight between curves is less than 120 meters, or
c. The nature of the reverse curves is not obvious to approaching drivers.
The symbol direction shall always be specified so that it is correctly oriented for the first
curve or bend to be entered, e.g., left before right (414) or right before left (415).
4. Location. Signs 414 and 415 should be located on the right side of the roadway at a
distance from the start of the first curve as indicated in Table 4-16 and with a clear sight
distance.
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 indicating the recommended
speed at which the curves may be safely negotiated shall be attached below signs 414 and
415.

4.3.4.8.3 Guidance
Engineering judgement should be used to determine if a larger sign is
4.1.9.3, Table 4-8.
4.3.4.9 Two-Way Traffic Sign 416

4.3.4.9.1 Description Sign 416
TWO-WAY TRAFFIC Sign 416 warns drivers of vehicles in a one way roadway that the roadway
ahead carries traffic in both directions.
op V1
4.3.4.9.2 Standards
1. Purpose. TWO-WAY TRAFFIC Sign 416 shall be used where necessary to warn road users
of a transition from a one-direction roadway to a two-direction roadway, e.g., transitioning
C -
from a multi-lane divided section of roadway to a two-lane, two-way section of roadway.
y
C
2. Appearance. Sign 416 shall utilize the triangular shape consistent with Section 4.1.9.1,
Table 4-7, and shall have a white background, a black icon, and a thick red border.
3. General Placement and Visibility. Sign 416 placement and visibility shall be consistent with
C
the Standards presented in Table 4-16 in Section 4.3.3.1, Section 4.3.3.2, and based on
Q
4. Location. Sign 416 shall be located on the left side of a one way roadway at a distance from
the start of the two way roadway as indicated in Table 4-16 and with a clear sight distance
to the sign. A second sign 416 may be mounted on the right side of the roadway for
additional emphasis.
4.3.4.9.3 Guidance
1. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the start of two-way traffic
may be attached below sign 416. The sign may be repeated once the two-way section of
roadway is fully developed if additional emphasis is needed.
2. TWO-WAY TRAFFIC sign 416 should be used when a one way roadway or carriageway
becomes a two way roadway. This condition commonly occurs at the end of a dual
carriageway. The sign is therefore commonly used with DUAL CARRIAGEWAY ENDS
AHEAD sign 424.
4.3.4.10 Lane Ends Signs 417 and 418

LANE ENDS signs 417 and 418 warn motorists that the right-hand or left-hand lane ends ahead.

1. Purpose. LANE ENDS Signs 417 and 418 shall be used where necessary to warn of the
reduction in the number of traffic lanes in the direction of travel.
Signs 417 and 418 shall not be used if the reduction in road
width does not result in a reduction in the number of lanes. In
such instances the appropriate ROAD NARROWS AHEAD sign
421, 422, or 423 shall be used.
2. Appearance. Signs 417 and 418 shall utilize the triangular shape
consistent with Section 4.1.9.1, Table 4-7, and shall have a
white background, a black icon, and a thick red border.
3. General Placement and Visibility. For Signs 417 and 418,
placement and visibility shall be consistent with the Standards Sign 417
op V1
presented in Table 4-16 in Section 4.3.3.1, Section 4.3.3.2, and
based on engineering judgment.
4. Location. Signs 417 and 418 shall be located on the right side of
the roadway on two-way roadways. Whenever possible a sign
C -
should be located on the left side as well, particularly when the
y
C
lane on the left side of a one-way carriageway is ending ahead.
Signs 417 and 418 shall be located as indicated in Table 4-16 in
advance of the lane reduction taper, and clear sight distance to
C
the signs should be available.
Sign 418
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589
Q
indicating the distance to the start of the lane reduction taper should be attached below
signs 417 and 418.
4.3.4.10.3 Guidance
1. LANE ENDS sign 417 and 418 should be provided in advance of any lane drop situation on
an arterial road that is not clearly demarcated by overhead guide signs. If necessary the
larger diagrammatic warning LANE DROP signs 465 and 466 may be specified for
improved conspicuity on arterial roads, and should be used for high speed freeway or
expressway locations.
4.3.4.11 U-Turn Ahead Sign 419

U-TURN AHEAD Sign 419 warns motorists that they are permitted to make a U-turn at the junction
or median opening ahead.
1. Purpose. U-TURN AHEAD Sign 419 shall be used where necessary to
advise motorists that they are permitted to make a U-turn movement at
the junction or median opening ahead. Sign 419 shall be provided in
advance of median openings provided specifically for U-turns or at
which U-turns are permitted. Sign 419 shall not be provided in
Sign 419
situations where the availability of a U-turn is apparent or can be
accurately anticipated by a driver (e.g., as many if not most signalized intersections in Abu

Dhabi City allow U-turns, no U-TURN AHEAD sign 419 is necessary in advance of a
signalized intersection). Sign 419 shall also not be used at the point of U-turn, as that is the
function of regulatory Sign 330 (Section 4.2.6.6).
4. Location. Sign 419 shall be located on the median island of a dual carriageway roadway on
the left side of the roadway at a distance from the junction or median opening as indicated
in Table 4-16 and with a clear sight distance to the sign.
op V1
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the
point where a U-turn is permitted may be attached below sign 419 if the U-turn is not at a
signalised junction ahead or clearly visible to the driver.
4.3.4.11.3 Guidance
C -
y
C
1. Subject to the distance available, in particular between opposing U-turns through a median
island, U-TURN AHEAD sign 419 may be located further from the point of U-turn than the
distance given in Table 4-16 in order to reassure drivers that an opportunity to make a U-
C
turn exists ahead. The distance given on the supplementary plate must reflect such an
adjustment in position and indicate the actual distance to the U-turn. Under no
Q
circumstances should sign 419 for a U-turn ahead be located in advance of the median
opening for a U-turn from the opposite direction.
2. Goods vehicles may not be permitted to U-turn at specific locations. In these cases,
supplementary plate 365 providing a goods vehicle symbol with a red diagonal stripe
across the sign (indicating no goods movement vehicles) may be provided below Sign 419.
Sign 420
Combination Sign 419 and Sign 365 (U-turn ahead, goods vehicles not allowed)
4.3.4.12 Roundabout Ahead Sign 420
ROUNDABOUT AHEAD Sign 420 warns motorists of a roundabout ahead.

1. Purpose. ROUNDABOUT AHEAD Sign 420 shall be used where necessary to advise
motorists that they are approaching a roundabout.
4. Location. Sign 420 shall be located on the right side of the roadway at a distance from the
roundabout as indicated in Table 4-16 and with a clear sight distance to the sign. Sign 420
shall only be considered for use when it is not obvious at the distance given in Table 4-16
op V1
that there is a roundabout ahead.
junction to the nearest 20 metres shall be attached below sign 420. An additional sign may
be placed on the left side of a one-way carriageway.
C -
y
4.3.4.12.3 Guidance
C
1. If an approach to a roundabout has a statutory or posted speed limit of 60 kph or higher,
C
the ROUNDABOUT AHEAD Sign 420 should be installed in advance of the roundabout.
Q
4.3.4.13 Road Narrows Ahead Signs 421 TO 423

ROAD NARROWS AHEAD Signs 421 to 423 warn motorists that the
roadway ahead narrows from the right side (421), the left side (422) or from
both sides (423).
1. Purpose. ROAD NARROWS AHEAD Signs 421 to 423 shall be used
where necessary to alert drivers that the roadway ahead will narrow
from either the right, left or both sides. The normal application of
these shall be for temporary road narrowing situations at roadworks
when the extent of the narrowing is less than a full lane width. If the
road width reduction results in a reduction in the number of lanes,
then LANE ENDS signs 417 and 418 shall be used instead. Signs
421 to 423 shall be used when the width of a roadway is reduced on
the left or right, or both sides, at a quicker rate than would be the
case by a standard design taper.
2. Appearance. Signs 421 to 423 shall utilize the triangular shape
consistent with Section 4.1.9.1, Table 4-7, and shall have a white
background, a black icon, and a thick red border.
3. General Placement and Visibility. Signs 421 to 423 placement and visibility shall be

4. Location. Signs 421 to 423 shall be located on the right side of the roadway on two way
roadways and, where practical, on both sides of one way roadways.
4.3.4.13.3 Guidance
4.3.4.14 Dual Carriageway Ends Ahead Sign 424 And

Dual Carriageway Starts Ahead Sign 424A
op V1
DUAL CARRIAGEWAY ENDS AHEAD Sign 424 warns motorists that the one
way roadway forming part of a dual carriageway road on which they are
travelling is about to become a single carriageway roadway carrying two way
traffic.
C -
y
C
Conversely, DUAL CARRIAGEWAY STARTS AHEAD Sign 424A warns
motorists that the two-way roadway forming part of a single carriageway road
C
on which they are travelling is about to become a dual carriageway roadway.
4.3.4.14.2 Standards Sign 424A

Q
1. Purpose. DUAL CARRIAGEWAY ENDS AHEAD Sign 424 shall be used as necessary in
advance of the end of a section of physically divided roadway (not a junction) as a warning
of two way traffic ahead. DUAL CARRIAGEWAY STARTS AHEAD Sign 424A shall be used
as necessary in advance of the end of a single carriageway section prior to becoming a
physically divided roadway (not a junction).
2. Appearance. Signs 424 and 424A shall utilize the triangular shape consistent with Section
3. General Placement and Visibility. Signs 424 and 424A placement and visibility shall be
4. Location. Sign 424 shall be located on the left and right hand sides of a one-way roadway
which is about to become part of a single carriageway roadway, at a distance from where
the two carriageways forming the dual carriageway come together as indicated in Table 4-
16 and with a clear sight distance to the sign. Sign 424A shall be located on the right hand
side of the roadway at a distance as indicated in Table 4-16 and with a clear sight distance
to the sign.
start of the two way roadway or to the start of the one way roadway shall be attached below
sign 424 or sign 424A respectively.
4.3.4.14.3 Guidance
1. DUAL CARRIAGEWAY ENDS AHEAD sign 424 may be used with TWO WAY TRAFFIC
sign 416. When both signs are used sign 416 should be located as indicated in Table 4-16
and sign 424 should be positioned in advance of sign 416 so that clear sight distance is
maintained to sign 416.


4.3.4.15 Maximum Headroom Sign 425

MAXIMUM HEADROOM Sign 425 warns motorists that the clearance
available under an overhead structure ahead is restricted to the amount
indicated in meters on the sign.
op V1
1. Purpose. MAXIMUM HEADROOM Sign 425 shall be used as necessary to warn motorists
in advance the existence of low clearance under an overhead structure. MAXIMUM
C -
HEADROOM sign 425 shall not be displayed for any structure with minimum clearance of
y
6.5 metres or greater. For structures with a clearance less than 6.5 metres sign 425 shall
C
be provided as indicated in Table 4-16 and with a clear sight distance to the sign.
MAXIMUM HEADROOM sign 425 and MAXIMUM HEIGHT LIMIT sign 355 shall both be
C
displayed for any structure with a minimum clearance of less than 6.3 metres.
Q
4. Location. Sign 425 shall be located on the right side of the roadway. For instances where
the minimum clearance is less than 6.5 metres and the MAXIMUM HEADROOM sign 425
and MAXIMUM HEIGHT LIMIT sign 355 shall both be displayed, Sign 355 should be
located as indicated in Section 4.2.8.8 and sign 425 shall be located in advance of the
structure in such a position that the driver of an over-height vehicle may turn off onto an
alternative route. In such instances it may be necessary to provide a custom designed
information sign, incorporating sign 425, advising drivers of overheight vehicles of the
alternative route.
4.3.4.15.3 Guidance
1. Unless specified otherwise by the DMAT, the height to be indicated on MAXIMUM
HEADROOM sign 425 should be 200 millimetres less than the actual minimum clearance
measured under the structure, further rounded down to the nearest one decimal point of a
metre.
2. A SUPPLEMENTARY PLATE sign 589 can be attached below sign 435 to provide custom
information, such as alternative routes, to drivers of overheight vehicles. It may also be
used if the warning is on a side road, in which case the warning sign is mounted on the
main road with a directional arrow pointed in the direction of travel on the side road that
leads to the low-clearance location.
3. The maximum legal height of a vehicle in the United Arab Emirates is 4.2 metres.
4. Clearances should be evaluated periodically, particularly when resurfacing operations have
occurred.


4.3.4.16 Children Sign 426

CHILDREN Sign 426 warns motorists of the likelihood that children are
on or adjacent to the road ahead due to the presence of a school,
playground, or other activity area.
op V1
1. Purpose. CHILDREN Sign 426 shall be used as necessary to
alert motorists in advance of locations where shared use of the
roadway by children might occur.
2. Appearance. Sign 426 shall utilize the triangular shape
C -
consistent with Section 4.1.9.1, Table 4-7, and shall have a Sign 426 with Supplementary
y
C
white background, a black icon, and a thick red border. Plate 589 (School)
3. General Placement and Visibility. Sign 426 placement and
C
visibility shall be consistent with the Standards presented in Table 4-16 in Section 4.3.3.1,
Section 4.3.3.2, and based on engineering judgment.
4. Location. Sign 426 shall be located on the right side of the roadway and, where possible,
Q
on the left side as well, at a distance from the start of the area where children are likely to
be present as indicated in Table 4-16 and with a clear sight distance to the sign. Warning
signs may also be located on a main road ahead of a side road where the child crossing
occurs, accompanied by a supplementary plate with advance directional arrow pointing in
the direction of travel on the side road.
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 indicating the specific reason
for the presence of children such as “School” or “Playground” in Arabic and English should
be attached below sign 426. If the child crossing is located on a side road, the plate may
contain an advance directional arrow as per #4 above.
4.3.4.16.3 Guidance
1. CHILDREN sign 426 should be provided in advance of any appropriate roadway area which
is potentially hazardous to children.
3. See Chapter 6 for guidance on typical applications of traffic
control devices in school zones.
4.3.4.17 Pedestrian Crossing Ahead Sign 427

PEDESTRIAN CROSSING AHEAD Sign 427 warns drivers of vehicles
that there is a marked and/or signalized pedestrian crossing ahead at
which pedestrians have the right-of-way.
Sign 427

1. Purpose. PEDESTRIAN CROSSING AHEAD Sign 427 shall be used as necessary in
advance of all marked pedestrian crossings and mid-block signalized pedestrian crossings.
Sign 427 shall not be provided at pedestrian crossings located at signalized or sign
controlled legs of an intersection.
4. Location. Sign 427 shall be located on the right side of the roadway and, where possible,
op V1
on the left side as well, at a distance from the crossing as indicated in Table 4-16 and with
a clear sight distance to the sign. Sign 427 shall not be located at a pedestrian crossing to
mark the position of the crossing.
C -
y
pedestrian crossing shall be attached below sign 427.
C
4.3.4.17.3 Guidance
C
1. All unsignalized pedestrian crossings shall be marked by GIVE WAY TO PEDESTRIANS
sign 303.
Q
4.3.4.18 Stop Control Ahead Sign 428

STOP CONTROL AHEAD Sign 428 warns motorists of the presence of a STOP sign 301 ahead,
instructing them to be prepared to stop.
1. Purpose. STOP CONTROL AHEAD sign 428 shall be installed
where necessary on an approach to a stop sign that is not
visible for a sufficient distance to permit the road user to safely
stop. STOP CONTROL AHEAD sign 428 shall only be
considered for use when:
a. It is not obvious at the distance given in Table 4-16 that

there is a STOP control ahead, and/or
b. The approach speed is in excess of 60 km/h.
2. Appearance. Sign 428 shall utilize the triangular shape Sign 428
consistent with Section 4.1.9.1, Table 4-7, and shall have a
white background, a red icon, and a thick red border.
the Standards presented in Table 4-16, in Section 4.3.3.1, Section 4.3.3.2, and based on

4. Location. Sign 428 should be located on the right side of the roadway at a distance from the
STOP sign as indicated in Table 4-16 and with a clear sight distance to the sign.
STOP sign 301 shall be attached below sign 428. An additional sign shall be provided on
the left side of the roadway on a median island if the roadway is part of a dual carriageway.
4.3.4.18.3 Guidance
1. Where intermittent sight obstructions occur, engineering judgement should determine the
treatment to be implemented.
2. STOP CONTROL AHEAD sign 428 may be used for additional emphasis of the stop sign,
even when the visibility distance to the stop sign is satisfactory.
op V1
3. A Warning Beacon may be used with sign 428.
C -
y
C
4.3.4.19 Give-Way Control Ahead Sign 429
C
GIVE-WAY CONTROL AHEAD Sign 429 warns motorists of the
presence of a GIVE-WAY sign 302 ahead and that they should
Q
prepare to yield right-of-way and stop if necessary.

1. Purpose. GIVE-WAY CONTROL AHEAD Sign 429 shall be
installed where necessary on an approach to a give-way sign that is not visible for a
sufficient distance to permit the road user to safely respond to the give-way sign. GIVE-
WAY CONTROL AHEAD sign 429 shall only be considered for use when either or both of
the following conditions exist:
a. It is not obvious at the distance given in Table 4-16 that there is GIVE-WAY control
ahead.
b. The approach speed is in excess of 60 km/h.
Table 4-7, and shall have a white background, a red icon, and a thick red border.
4. Location. Sign 429 shall be located on the right side of the roadway at a distance from the
GIVE-WAY sign 302 as indicated in Table 4-16 and with a clear sight distance to the sign.
GIVE WAY sign 302 shall be attached below sign 429. An additional sign shall be provided
on the left side of the roadway on a median island if the roadway is part of a dual
carriageway.

4.3.4.19.3 Guidance
2. GIVE-WAY CONTROL AHEAD Sign 429 may be used for additional emphasis of the yield
sign, even when the visibility distance to the stop sign is satisfactory.
circumstances than what is recommended in Section 4.1.9.3.
4.3.4.20 Traffic Signals Ahead Sign 430A and 430B
op V1
TRAFFIC SIGNALS AHEAD Signs 430A and 430B warns motorists that
the junction or pedestrian crossing ahead is controlled by traffic signals.
y
C
1. Purpose. TRAFFIC SIGNALS AHEAD Signs 430A and 430B shall
be installed where necessary on an approach to a signalised
C
intersection that is not visible for a sufficient distance to permit the road user to safely
respond to the traffic signal.
Q
a. TRAFFIC SIGNALS AHEAD Sign 430A shall only be

considered for use when either or both of the following Sign 430B-250
conditions exist:
i. It is not obvious at the distance given in Table 4-16 that there is a TRAFFIC
SIGNAL control ahead, and/or
ii. The signalized junction is remote or isolated from other signalized junctions.
b. Sign 430B shall be used for approach speeds of 80 km/h and above, and shall be a
rectangular sign with a minimum 1500 mm height.
c. In addition to the above situations, sign 430A or 430B may be installed for a short
period of three to six months when a new traffic signal is commissioned but must be
removed after such a period, subject to the warrant criteria given above.
2. Appearance. Sign 430A shall utilize the triangular shape consistent with Section 4.1.9.1,
Table 4-7, and shall have a white background and a thick red border. The icon shall have a
black background with, in descending order, red, yellow, and green lights. Sign 430B shall
be a rectangular sign with a similar (but larger) signal icon,
distance to the signal (recommended to use either 250 m or 300 m
advance placement) and a red border.
3. General Placement and Visibility. Sign 430A/B placement and
visibility shall be consistent with the Standards presented in Table
4-16 in Section 4.3.3.1, Section 4.3.3.2, and based on engineering
judgment.
4. Location. Sign 430A/B should be located on the right side of the Sign 430A
roadway at a distance from the traffic signal as indicated in Table
4-16 and with a clear sight distance to the sign.

traffic signal should be attached below sign 430A. An additional sign shall be provided on
the left side of the roadway on a median island if the roadway is part of a dual carriageway.
4.3.4.20.3 Guidance
2. TRAFFIC SIGNALS AHEAD sign 430 may be used for additional emphasis of the traffic
signal, even when the visibility distance to the stop sign is satisfactory.
op V1
4.3.4.21 Quayside Sign 431

C -
y
C
QUAYSIDE Sign 431 warns drivers of vehicles that there is an
unprotected quayside, jetty, or river bank ahead. The sign 431
C
symbol may be reversed.
Q
1. Purpose. QUAYSIDE Sign 431 shall be used as necessary in

advance of locations where an unprotected quayside, jetty,
or river bank may exist.
2. Appearance. Sign 431 shall utilize the triangular shape Sign 431
consistent with Section 4.1.9.1 and shall have a white
background, a black icon, and a thick red border.
4. Location. Sign 431 shall be located on the right side of a roadway which runs directly along
the side of a quay, jetty, or river bank. Sign 431 shall, if practical, be positioned in advance
of the unprotected quayside, jetty, or river bank by a distance as indicated in Table 4-16
and with a clear sight distance to the sign.
4.3.4.21.3 Guidance
4.3.4.22 Drawbridge Ahead Sign 432

DRAWBRIDGE AHEAD Sign 432 warns drivers of vehicles that there is an opening bridge or
drawbridge in the road ahead.

1. Purpose. DRAWBRIDGE AHEAD Sign 432 shall be used as necessary in advance of
locations where an opening bridge or drawbridge may exist ahead.
2. Appearance. Sign 432 shall utilize the triangular shape consistent with Section 4.1.9.1 and
shall have a white background, a black icon, and a thick red border.
4. Location. Sign 432 shall be located based on the result of an
engineering assessment, meeting the requirements indicated in
Table 4-16, and in consideration of clear sight distance.
op V1
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589
indicating the distance to the drawbridge shall be attached below
sign 432.
4.3.4.22.3 Guidance
C -
y
C
1. A Warning Beacon may be used with sign 432. Sign 432
2. Engineering judgement should be used to determine if a larger
C
sign is needed in certain circumstances than what is recommended in Section 4.1.9.3.
3. If drawbridge is located on a side road, a directional arrow may be provided on the
supplementary plate sign 589.
Q
4.3.4.23 Animals Ahead Sign 433

ANIMAL AHEAD Sign 433 warns motorists of the possible presence of attended or unattended
animals on or adjacent to the road ahead.
1. Purpose. ANIMAL AHEAD Sign 432 shall be used as necessary in
advance of locations where unexpected entries into the roadway
may occur or where shared use of the roadway by animals may
occur.
2. Appearance. Sign 432 shall utilize the triangular shape consistent
with Section 4.1.9.1 and shall have a white background, a black
icon, and a thick red border.
3. General Placement and Visibility. Sign 432 placement and visibility
shall be consistent with the Standards presented in Table 4-16 in Sign 433
Section 4.3.3.1, Section 4.3.3.2, and based on engineering
judgment.
4. Location. Sign 433 should be located on the right side of the road at a distance from the
point at which animals are likely to occur near the roadway as indicated in Table 4-16 and
with a clear sight distance to the sign.
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 may be attached below sign
433 indicating the distance for which the hazard can be expected to occur.

4.3.4.23.3 Guidance
1. The symbol on an ANIMALS AHEAD sign may be representing camels, sheep, or goats.
2. If domestic animals are regularly herded across roadways, temporary signs displaying the
appropriate symbol should be set up in advance of the crossing point. Such signs should
preferably indicate the distance to the crossing point.
4.3.4.24 Low-Flying Aircraft Sign 434
op V1
LOW-FLYING AIRCRAFT Sign 434 warns motorists that they may be distracted by low flying
aircraft or a sudden aircraft noise and to drive with due care.
y
C
1. Purpose. LOW-FLYING AIRCRAFT Sign 434 shall only be provided
when aircraft are likely to over-fly the roadway or to fly in close
C
proximity to the roadway.
Sign 434
2. Appearance. Sign 434 shall utilize the triangular shape consistent
Q
with Section 4.1.9.1 and shall have a white background, a black icon, and a thick red
border.
4. Location. Sign 434 should be located on the right side of the roadway at a distance from the
point where the distraction may occur as indicated in Table 4-16 and with a clear sight
distance to the sign.
4.3.4.24.3 Guidance
4.1.9.3.
4.3.4.25 Speed Hump Sign 435

SPEED HUMP Sign 435 warns drivers of vehicles that one or more
speed humps exist in the roadway ahead and that they should reduce
their speed in order to negotiate them.
Sign 435
1. Purpose. SPEED HUMP Sign 435 shall be used as necessary to advise drivers of
upcoming speed humps in the roadway and to adjust their speed accordingly.

4. Location. Sign 435 shall be located on the right side of the roadway at a distance as
indicated in Table 4-16 and with a clear sight distance to the sign. Generally, it is
preferable to place this sign closer to the speed hump.
5. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 shall be provided below sign
435. This may indicate one or more of the following:
a. The distance for which speed humps are provided, or

b. An appropriate text message such as “Speed Humps” or “Traffic Calming.”
op V1
c. Directional arrow if the condition occurs on a side road
4.3.4.25.3 Guidance
C -
y
4.3.4.26 Tunnel Sign 436
C
C
TUNNEL Sign 436 is to warn drivers of vehicles that there is a tunnel on the
Q
roadway ahead and that drivers may be subjected to reduced lighting levels
or that drivers of certain classes of vehicle may be required by regulatory
sign not to enter the tunnel.
1. Purpose. TUNNEL Sign 436 shall be used as necessary to advise Sign 436
drivers of an upcoming tunnel and to be prepared for possible reduced lighting levels. If a
prohibition on certain classes of vehicle entering the tunnel exists, sign 436 shall be
displayed in combination with the relevant regulatory sign(s).
4. Location. Sign 436 should be located on the right side of the road at a distance from the
tunnel entrance as indicated in Table 4-16 and with a clear sight distance to the sign.
4.3.4.26.3 Guidance
1. On dual carriageway approaches to a tunnel, sign 436 may be placed on the right and left
sides of the roadway.
2. If a prohibition on certain classes of vehicle entering the tunnel exists, sign 436 may be
placed at a greater distance from the tunnel than given in Table 4-16, if necessary.

4. Supplementary Plate sign 589 may be used to show distance to the tunnel when no guide
signage provides such indications. Also, if tunnel occurs on side road, the supplementary
plate may show the directional arrow indicating thus.
4.3.4.27 Falling Rocks Sign 437

FALLING ROCKS Sign 437 warns drivers of vehicles that there is a risk
that rocks may have fallen into the roadway. The sign 437 symbol may
be reversed.
Sign 437
op V1
1. Purpose. FALLING ROCKS Sign 437 shall be used as necessary in advance of an area
that is adjacent to a hillside, mountain, or cliff where rocks frequently fall into the roadway.
C -
y
C
C
4. Location. Sign 437 shall be located on the right side of the roadway at a distance in
advance of a section of road where the risk of falling rocks exists, as indicated in Table 4-
Q
16 and with a clear sight distance to the sign.
4.3.4.27.3 Guidance
1. A SUPPLEMENTARY PLATE sign 589 may be attached below sign 437 indicating the
distance for which the hazard can be expected to occur (e.g., “For 5
km”).
2. Engineering judgement should be used to determine if a larger sign
is needed in certain circumstances than what is recommended in
Section 4.1.9.3.
4.3.4.28 Slippery Surface Sign 438 Sign 438
SLIPPERY SURFACE Sign 438 warns motorists that there is a risk of a slippery surface on the
roadway.
1. Purpose. SLIPPERY SURFACE Sign 438 shall be used as necessary to warn motorists of
unexpected slippery conditions.

advance of a section of road where the risk of the slippery surface exists, as indicated in
Table 4-16 and with a clear sight distance to the sign.
4.3.4.28.3 Guidance
1. A SUPPLEMENTARY PLATE sign 589 may be attached below sign 438 indicating the
distance for which the hazard can be expected to occur (e.g., “For 5 km”) or information
pertaining to the reason the roadway is slippery, (e.g. “WHEN WET”, “EXCESS OIL”, etc.).
op V1
4.3.4.29 Wadi Crossing Sign 439
WADI CROSSING Sign 439 warns motorists of a riverbed crossing (dry or with water flow) across
C -
the roadway. The sign is provided in advance of a low point on a rural route that is frequently
y
C
flooded or scoured by water flows / sand.
C
1. Purpose. WADI CROSSING Sign 439 shall be used as necessary to warn motorists of a
riverbed crossing which may or may not contain water flow or flooding conditions.
Q
advance of the wadi crossing, as indicated in Table 4-16 and with a clear sight distance to
the sign.
4.3.4.29.3 Guidance
1. Where such a crossing is not visible within 300 m, a SUPPLEMENTARY PLATE sign 589
should be attached below sign 439 indicating the distance to the hazard (e.g., “500 m”)
2. Optimally, a wadi crossing sign with distance (m or km) should be provided prior to the
nearest cross route or turnaround prior to the crossing, in case a diversion route is required.
4.3.4.30 General Warning Sign 450

GENERAL WARNING Sign 450, in combination with an appropriate
supplementary message, warns drivers of a hazard of a general nature Sign 439
described by the supplementary message.

1. Purpose. GENERAL WARNING Sign 450 shall be used as necessary to warn motorists of
general hazards described by a supplementary message. Sign 450 shall only be displayed
in conjunction with a SUPPLEMENTARY PLATE sign 589. Permitted messages for use
below sign 450 are as follows:
a. Drifting sand.
b. Uneven road.
c. Overhead cables (with a height clearance).
If the conditions indicated above change or are removed, the sign
op V1
shall be removed. Sign 450
C -
y
C
4. Location. Sign 450 shall be located on the right side of the roadway at a distance as
C
indicated in Table 4-16 and with a clear sight distance to the sign.
4.3.4.30.3 Guidance
Q
1. GENERAL WARNING sign 450 is appropriate to many conditions which occur at roadworks
sites or in association with roadworks sites (see also Chapter 6). The sign may also be
appropriate for other temporary conditions. In such circumstances the exclusive black
symbol on a yellow background colour code used for roadworks signs should be used.
Typical messages used in temporary or roadworks situations are:
a. Sand.
b. Surveying.
c. Reduced visibility.
d. Loose stones.
e. Uneven road.
f. Slippery surface.
g. Road ends.
h. Flood.
i. Construction traffic.
j. Soft shoulder.
k. Surface step (dip).

circumstances than what is recommended in Section 4.1.9.3. This would be based on
assessment of actual travel speeds in a corridor, using 85th percentile to estimate actual
travel speeds in a corridor, especially if observed travel speeds routinely are greater than
what is posted.

4.3.5 Hazard Marker Signs

The purpose of Hazard Marker Signs is to identify and mark obstructions or hazards within or
adjacent to the roadway. The signs in this group have the specific function to mark an actual
hazard within or adjacent to the roadway. The majority of uses therefore relate to identifying the
position of physical hazards such as culverts, bridge structures, large sign supports, traffic island
gores, guardrails, etc., to drivers. In some instances, such as a sharp curve, hazard markers may
be used to delineate the curve and draw attention to the severity of the curve.
op V1
The general standards presented in Section 4.3.2.1 apply to the Hazard Marker signs discussed
below. Any additional standards that apply to specific signs will be presented within the discussion
of those signs.
C -
y
C
The general guidelines presented in Section 4.3.2.2 apply to the Hazard Marker signs discussed
C
of those signs.
Q
4.3.5.4 Hazard Plate Signs 451 and 452

HAZARD PLATE Signs 451 and 452, warn motorists of the actual
position of physical objects which are placed so close to the roadway as
to represent a hazard or potential hazard if vehicles should collide with
them. Sign 451 Sign 452
4.3.5.4.2 Standards
1. Purpose. HAZARD PLATE Signs 451 and 452 shall be used to mark the actual location of
hazards or potential hazards in close proximity to the travelled way.
2. Appearance. Signs 451 and 452 shall utilize the rectangular shape consistent with Section
4.1.9.1 and shall have a red background with white diagonal stripes. Signs 451 and 452
shall always be installed so that the “arrow” points towards the roadway and away from the
hazard.
and based on engineering judgment. Signs 451 and 452 shall be mounted so that the lower
edge is 600 millimetres above ground level for the 600 millimetre by 150 millimetre size and
1200 millimetres above ground level for the 1200 millimetre by 300 millimetre size. Figure
4-15 illustrates a number of typical HAZARD PLATE sign applications. The larger of the two
sign sizes shall be used when the posted speed limit is 80 kilometres per hour or greater.
4. Location. Signs 451 and 452 shall be located as close as possible to the physical hazard to
identify its position.

4.3.5.4.3 Guidance
A number of evenly spaced HAZARD PLATE signs 451 or 452 may also be used to demarcate
open ditches, high embankments, and ill-defined curves. See Table 4-20 for guidance on spacing.
Table 4-20: Spacing on Curves for 451, 452, 454, and 455
Curve Radius Sign Spacing “S”
(metres) (metres)
60 8-15
150 15-25
300 25
600 25
op V1
C -
y
C
C
Q
Figure 4-15: Typical Hazard Plate Applications
4.3.5.5 Single Chevron Right (or Left) Sign 454 (or 455)
SINGLE CHEVRON RIGHT (OR LEFT) Signs 454 and 455 warn motorists of the actual position of
physical objects or of the actual alignment of the roadway when these conditions represent
hazards or potential hazards.
4.3.5.5.2 Standards
1. Purpose. SINGLE CHEVRON RIGHT (OR LEFT)
Signs 454 and 455 shall be used to mark the actual
location of hazards or potential hazards in close
Sign 454 Sign 455
proximity to the travelled way. The application of
signs 454 and 455 is very similar to that of signs 451 and 452. In general, signs 451 and

452 should be used in a lower speed or less hazardous environment than signs 454 and
455.
4.1.9.1 and shall have a white background, a red chevron, and a thin red border. Signs 454
and 455 may be mounted to point to the right and to the left; however, the arrows shall
always point towards the roadway passing in front of the sign.
and based on engineering judgment. Table 4-20 shall be consulted for guidance on the
spacing of the signs.
4. Stacking. To improve visibility of sight distance at specific locations, extended sign poles
op V1
with identical single Chevron displays stacked one above the other may be provided
5. Location. Signs 454 and 455, when used independently, shall be placed as close as
possible to the hazard that it is intended to mark.
4.3.5.5.3 Guidance
C -
y
C
1. SINGLE CHEVRON signs 454 and 455 may also be used in sets whereby the signs are
spaced at regular intervals to define a sharp curve (e.g., on a 180° or 270° loop ramp) or to
define the edge of a high embankment or a guard rail at the top of such an embankment.
C
Figure 4-16 illustrates a typical example of such an installation and Table 4-20 gives
guidance on the spacing of the signs.
Q
2. Signs 454 and 455 should be considered for use in place of sign 326 to mark island gores if
these are on a particularly difficult vertical or horizontal alignment. In such an application
signs 454 and 455 should be mounted side-by side in the gore but a separator is not
necessary.
3. When SINGLE CHEVRON signs 454 and 455 are placed at intervals round a sharp curve
they should be positioned so that one sign lies as close as possible to the line of extension
of the tangent approaching the curve, and so that the sign lies straight-ahead for a driver in
the near side lane. Other signs should then be positioned forwards and backwards round
the curve so that the curve is fully delineated, approximately from tangent point to tangent
point. It is necessary that, in order to properly define the curve through both vertical and
horizontal changes, at least three signs are visible at any time while driving through the
curve.

op V1
C -
y
C
C
Q
Figure 4-16: Examples of Applications of Sign 454 and Sign 455
4.3.5.6 Multiple Chevron Right (or Left) Sign 456 (or 457)
MULTIPLE CHEVRON RIGHT (OR LEFT) Signs 456 and 457 warn motorists of the actual position
of a very sharp bend or change in direction in the roadway.
4.3.5.6.2 Standards
1. Purpose. MULTIPLE CHEVRON RIGHT (OR LEFT) Signs 456 and 457 shall be used to
mark the actual location of hazards or potential hazards in close proximity to the travelled
way. For posted speed limit less than or equal to 60Km/h; Signs 456 and 457 may be used
at a sharp bend when the severity of the bend is not likely to be adequately conveyed by
RIGHT CURVE SIGN 412 or LEFT CURVE SIGN 413. This may also be used at junctions
with roads having posted speed limits less than or equal to 60Km/h.
4.1.9.1 and shall have a white background, red chevrons, and a thin red border. The signs
shall comprise a minimum of three chevron modules. If a sharp bend is sufficiently long, the
number of modules may be increased to a maximum of four. A yellow (typically fluorescent)
border of 15 cm or lesser may be placed around the chevron to increase visibility, typically
for approach speeds of 50 km/h or greater, or in areas with no lighting or limited lighting.

However, the dimensions of these signs

and their borders may be increased or
decreased at the discretion of DMAT.
3. General Placement and Visibility. Signs

456 and 457 placement and visibility shall be consistent with the Standards presented in
Table 4-16 in Section 4.3.3.1, Section 4.3.3.2, and based on engineering judgment.
4. Location. Signs 456 and 457 shall be located along the roadway at the actual position of a
sharp bend or change in roadway direction. Figure 4-17 presents examples of locations for
signs 456 and 456.
op V1
4.3.5.6.3 Guidance
1. MULTIPLE CHEVRON RIGHT (or LEFT) signs 456 and 457 may be used at a sharp bend
when the severity of the bend is not likely to be adequately conveyed by advance warning
sign 412 or 413. If it is necessary to sign a longer sharp bend this should be done using
C -
y
signs 454 or 455 as illustrated in Figure 4-16. Figure 4-17 illustrates the use of signs 456
and 457.
C
C
MULTIPLE CHEVRON RIGHT sign 456 may also be used to identify the sharp change of direction
required on entering a roundabout. This application should only be considered when the view of
the centre of the roundabout is restricted due to the geometry of the approach and entry, or due to
Q
the aesthetic treatment of the roundabout. If the latter is such that the shape of the roundabout is
no longer evident advance warning sign 420 may be specified.
Figure 4-17: Typical Application of Multiple Chevron Signs 456

and 457
4.3.5.7 T-Junction Chevron Sign 458

T-JUNCTION CHEVRON Sign 458 warns motorists that the road they are travelling on terminates
at a T-junction and in so doing the sign identifies the position of the far side of such a junction.

4.3.5.7.2 Standards
1. Purpose. T-JUNCTION CHEVRON Sign 458 shall be used to mark the termination of a
roadway at a T-Junction.
2. Appearance. Sign 458 shall utilize the rectangular shape consistent with Section 4.1.9.1
and shall have a white background, red chevrons, and a thin red border. Sign 458 shall
comprise a minimum of six chevron modules, three pointing to the right and three to the left.
4. Location. Sign 458 should be located on the far side of the T-junction, at 90° to the direction
of approach from the side road, so that the sign is located at the rear of a sidewalk in an
op V1
urban area, or at the rear of a shoulder or approximately two metres from the edge of the
roadway, in a rural area.
4.3.5.7.3 Guidance
C -
y
Use of sign 458 should be considered for high speed (60 km/h or more) approaches to T-junctions,
C
particularly when there is no street lighting, and where a guide sign would not otherwise be used.
C
4.3.6 Diagrammatic Signs
4.3.6.1 Overview
Q
The signs in this group are essentially for use in situations where the size and shape of triangular
advance warning signs limits the pictorial warning message that can be displayed, and/or the
overall conspicuity of the sign. The situations that tend to be indicated on diagrammatic signs are
commonly ones that occur on higher speed roads. The signs typically depict the geometric
arrangements of the lanes and/or the whole roadway.
Because these differ in shape from standard warning signs, approval for the use of these signs
shall be required by DMAT or the owning authority. Typically, these signs are to be considered for
roads with design speeds of 80 km/h and over, where traffic patterns may not be otherwise be
clear, and as part of temporary traffic management activities.
Geometric design of roadways should result in drivers having sufficient time and space to negotiate
even complex arrangements safely and without undue doubt or confusion. In reality, due to the
need to satisfy many geometric requirements within a limited space and under traffic flow
conditions that may be nearing capacity, complex road conditions do occur. While the availability of
diagrammatic signs should not be seen as an excuse for creating complex geometric designs of
roadways, the signs may offer some options to assist drivers to use complex roadways more safely
and efficiently.
The complex geometric conditions referred to above often involve merging and/or weaving
manoeuvres without stop or give way control. These are driving actions that many drivers find
difficult to undertake, and diagrammatic signs actually offer a combination of warning and guidance
in such situations.
The types of message that may be displayed on a diagrammatic sign can be categorized. The sign
group has therefore been subdivided according to these categories as follows:

 Traffic movement is affected by an obstruction.

 Additional lane and lanes merge signs.
 Lane use control by regulation.
Several of these categories have the potential to provide many signs. Some of these signs vary
significantly in their sign face message, and therefore design, while others represent limited
variations on the themes established by the earlier alternatives. In the following sections only a
limited number of signs are illustrated. Where it is appropriate, design rules are stated for sign face
design.
Diagrammatic signs are particularly appropriate to the temporary detours common during major
op V1
roadworks (see Chapter 11). Their use is, however, also appropriate in certain situations that can
be considered as permanent even though they may be scheduled for medium- to long-term
improvement. Since many diagrammatic signs only have a temporary application they are not
illustrated in this chapter. As a result, the signs that are illustrated do not have sequential numbers;
the remaining signs are illustrated in Chapter 11.
C -
y
C
The normal warrants for overhead signs can be used to decide whether a diagrammatic sign
should be used in an overhead position. Diagrammatic signs may be displayed in association with
overhead direction signs.
C
Q
The general standards presented in Section 4.3.2.1 apply to the diagrammatic signs discussed
below. Any additional standards that apply to specific signs will be presented within the discussion
of those signs. The following characteristics are appropriate to all diagrammatic signs:
 The basic rectangular shape of the minimally sized sign shall have a ratio of height to width
of 4 to 3. Recommended standard basic sign sizes shall be 1200 millimetres (H) x 900
millimetres (W), 1600 millimetres (H) x 1200 millimetres (W) and 2400 millimetres (H) x
1800 millimetres (W) for ground mounted signs. If used overhead, recommended basic sign
sizes shall be 2400 millimetres (H) x 1800 millimetres (W) and 3200 millimetres (H) x 2400
millimetres (W). These dimensions are exclusive of supplementary information plates, if
applicable.
 The width of the basic sign may be increased when three or more arrows are to be
displayed, in increments equal to one quarter of the basic width.
 The sign face message shall depict only one situation requiring an action on the part of the
drivers to whom the sign applies.
 An “obstruction” commonly means a physical obstacle such as a concrete barrier or a W-
section guardrail but also includes perceived “obstructions” to vehicle movement. For
example, the obstruction may be an introduced median island or a lane-drop situation with
a sufficient run-off and recovery area provided. In this case, the “obstruction” is illustrated
on the sign by a solid red block.
 Arrows pointing in the direction of travel shall point upwards on the sign and be the full
height of the sign, with specified clearances, whereas arrows depicting opposing traffic
flows shall point downwards on the sign and be of a reduced length (shorter by
approximately the length of two arrow heads).
 If a SUPPLEMENTARY PLATE sign 589 is required with a diagrammatic sign it shall be a
separate plate mounted below the sign for ground-mounted signs.

 Prior approval by DMAT shall be required for all diagrammatic signs.

The general guidelines presented in Section 4.3.2.2 apply to the Diagrammatic signs discussed
of those signs.
4.3.6.4 Traffic Movement Affected By Obstruction Signs

As has been noted above, an “obstruction” in the context in which signs in this group are to be
used may be real or perceived. Situations that may warrant the use of a diagrammatic sign
op V1
depicting a traffic movement affected by an obstruction include:
 A lane drop on a multilane, high-speed roadway.

 The temporary deviation of traffic through a median island, around a structure, or similar
obstacle.
C -
y
 The passage of traffic alongside a physical barrier that either reduces normal lane width or
C
normal lateral clearances. Such a physical barrier may be an upstanding concrete barrier, a
row of cones or delineators separating traffic streams, or similarly, cones or delineators
C
protecting a limited excavation area.
 The passage of two-way traffic around an obstruction such as the beginning of a median
island.
Q
4.3.6.4.1 Lane Drop Signs 465 (from the Right) and 466 (From the Left)
Description
LANE DROP Signs 465 and 466 warn motorists that a lane drop lies ahead for a right-side lane
drop or a left side lane drop, respectively.
Standards
1. Purpose. LANE DROP signs 465 and 466 shall be considered for use
in traffic situations that are either known to have substandard
geometry that cannot be rectified in the short-term or that have, for
whatever reason, not been sufficiently improved by the provision of
normal advance warning signs.
2. Appearance. Signs 465 and 466 shall utilize the rectangular shape
consistent with Section 4.1.9.1 and a size consistent with General
Standards Section 4.3.6.2. The signs shall have a white background
and a thin red border. The icon shall be black and red, with the
arrows representing traffic movement in black and the obstructions in Sign 465
red.
3. General Placement and Visibility. Signs 465 and 466 placement and
visibility shall be consistent with the Standards presented in Table 4-
16 in Section 4.3.3.1, Section 4.3.3.2, and based on engineering
judgment.
4. Location. Signs 465 and 466 shall be provided in advance of the
point at which the lane is dropped. Engineering judgement shall be
used to determine the exact location of the sign.
Sign 466
5. Supplementary Plate. An appropriate SUPPLEMENTARY PLATE sign 589 indicating the

distance to the lane drop mounted below the sign shall be provided. At the start of the lane
drop taper signs 465 and 466 shall be provided without such a supplementary plate.
Guidance
circumstances than what is recommended in General Standards Section 4.3.6.2.
4.3.6.4.2 Beginning/End of Median Signs 472 and 473
Description
BEGINNING/END OF MEDIAN Signs 472 and 473 warn motorists that the roadway ahead has a
op V1
median starting or ending and that this may, in the case of sign 472, represent a significant hazard
in the roadway going in the one direction, or that, in the case of sign 473, traffic streams become
two way beyond the end of the median island, which in turn may be a potentially hazardous
condition.
C -
y
Standards
C
1. Purpose. BEGINNING/END OF MEDIAN Signs 472 and 473 shall be considered for use to
alert drivers that the roadway ahead has a median that is either starting or ending. These
C
signs need to be considered when the posted speed is above 60 Kmph. For lower speeds,
Warning Signs DUAL CARRIAGEWAY ENDS AHEAD Sign 424 or DUAL CARRIAGEWAY
Q
AHEAD Sign (Sign 424A) are to be used.

2. Appearance. Signs 472 and 473 shall utilize the rectangular
shape consistent with Section 4.1.9.1 and a size consistent with
General Standards Section 4.3.6.2. The signs shall have a white
background and a red border. The icon shall be black and red,
with the arrows representing traffic movement in black and the
obstructions in red.
3. General Placement and Visibility. Signs 472 and 473 placement
and visibility shall be consistent with the Standards presented in
Table 4-16 in Section 4.3.3.1, Section 4.3.3.2, and based on
4. Location. Signs 472 and 473 shall be located in advance of the
beginning or end of the median. Engineering judgement shall be Sign 472
used to determine the exact location of the sign.
Guidance
needed in certain circumstances than what is recommended in General
Standards Section 4.3.6.2.
4.3.6.5 Additional Lane and Lanes Merge Signs

This group of signs is used to indicate to drivers that the roadway
beyond the sign increases in width by one lane, that an additional
stream of traffic is entering the roadway, or that traffic may be merging,
which may result in some weaving action. As no decrease in speed is
Sign 473
implicitly required for the roadway conditions these signs warn of, there

are no specified minimum or maximum advance positioning guidelines.

The Engineer should use professional judgment in positioning these
signs, taking into account all relevant conditions and variables.
4.3.6.5.1 Additional Lane Signs 480 and 481 Sign 480
Description
ADDITIONAL LANE Signs 480 and 481 warn motorists on a section of
road that an additional continuous lane will be added ahead, at the
distance indicated below the sign.
Standards
op V1
1. Purpose. ADDITIONAL LANE Signs 480 and 481 shall be
considered for use to reassure drivers, when in heavy traffic, that
overtaking opportunities will occur ahead due to the additional
lane. The distance to the lane addition shall be posted on a Sign 481
C -
supplementary sign below Signs 480 and 481.
y
C
4.1.9.1 and a size consistent with General Standards Section 4.3.6.2. The signs shall have
C
a white background, black icon, and a thin red border.
Q

4. Location. Signs 480 and 481 shall be located based on engineering judgement.
Guidance
1. Signs 480 and 481 need only be placed 500 metres to one kilometre in advance of the start
of the additional lane.
2. The Signs 480 and 481 type is appropriate for freeways and rural roads.
4. Optional Route Number Marking: A properly-scaled route emblem (see Section 4.4) may be
placed on the vertical section of an arrow where it is needed to
clearly define the lane used for the specific route. This may be done
if there is not adequate room or visibility to provide clear lane use
information on overhead guide signs.
4.3.6.5.2 Joining Lane Signs 482 and 483
Description
JOINING LANE Signs 482 and 483 warn drivers of vehicles in a visibility-
limited area that an extra lane carrying joining traffic comes into the roadway Sign 482
from the right (or left) and that merging and weaving manoeuvres can be
expected.
Standards
1. Purpose. JOINING LANE Signs 482 and 483 shall only be
considered for use in locations with limited visibility to alert drivers
Sign 483
that an additional lane will join the roadway from the right or left and to prepare drivers for
potential upcoming merging and weaving manoeuvres.
a white background, black icon, and a thin red border.
4. Location. Because road configurations requiring use of this sign vary widely, there is no
recommended minimum or maximum placement distance. Sound engineering judgment
shall be exercised in locating the signs, and their use shall be limited where possible to
op V1
locations where the merging lane is not otherwise visible to traffic upstream of the merge.
Guidance
1. Sign 482 should preferably be positioned so that drivers on the main carriageway and
C -
drivers on the entering lane can both see the sign if the actual merge is not visible. If this is
y
not possible both signs 482 and 483 may be used to warn drivers.
C
C
4.3.6.5.3 Lanes Merge Signs 490
Q
Description
LANES MERGE Sign 490 warns of the merging of two lanes. The use of this
sign may be appropriate at at-grade junctions to emphasize the need for
drivers to undertake merging actions or manoeuvres. As such the sign only
shows the two lanes involved in the merging action.
Standards
1. Purpose. LANES MERGE Signs 490 shall be considered for use to
Sign 490
alert drivers of an upcoming merge situation. Appearance. Signs 490
shall utilize the rectangular shape consistent with Section 4.1.9.1 and a size consistent with
General Standards Section 4.3.6.2. The signs shall have a white background, black icon,
and a thin red border.
2. General Placement and Visibility. Signs 490 placement and visibility shall be consistent with
3. Location. Sign 490 shall be erected close to the gore of the merge area on freeways, or on
both sides of the roadway at at-grade junctions. Where possible they shall be visible to
drivers in both approaching traffic streams.
Guidance
1. Advance signs may also be used, particularly on freeways, and these should include a
SUPPLEMENTARY PLATE sign 589.

4.3.6.6 Lane Use Control by Regulation

The signs in this group indicate that one or more individual lanes in the roadway ahead are subject
to some form of special regulatory control. The purpose of such control is to improve the
operational efficiency of the roadway concerned. The most common application of this control is a
prohibition of heavy vehicle or truck traffic on one or more lanes. Another possible application is at
unusually configured intersections where turning restrictions are imposed on one or more of the
basic lanes. Because of the regulatory message it is a requirement that such
signs indicate all lanes on the roadway. These diagrammatic signs, in effect,
provide a background for some type of regulatory sign. The examples given in
this section should be considered as typical. Once a regulatory sign has been
op V1
superimposed on the diagrammatic background, the overall sign takes on a
regulatory function.
4.3.6.6.1 Lane Use Control – Trucks and Buses Signs 484 and 485
Description
C - Sign 484
y
C
In Abu Dhabi Emirate, trucks are allowed to use only the right-most lane on any road, except when
preparing to make a left turn. Sign 484 and sign 485 impose this prohibition on the use of lanes by
trucks and buses and as such the signs warn motorists of the special regulatory circumstances
C
existing on those lanes.
Q
Standards
1. Purpose. LANE USE CONTROL – TRUCKS AND BUSES Signs 484
and 485 shall be used to warn truck drivers, bus drivers, and other
motorists that certain travel restrictions exist for the left-most lanes on
particular roadways or freeways. While the lane prohibition also
applies to buses, there are two exceptions:
a. On roads having four or more lanes, buses shall be allowed to

Sign 485
use the second lane.
b. On roads having two or three lanes, buses shall be allowed to
leave the right-most lane to overtake other vehicles, but must then return to the right
lane.
a white background and a thin red border. The icon should be black with the prohibitory
symbol (circle and diagonal slash) in red.
4. Location. Signs 484 and 485 shall be spaced at approximately five-kilometre intervals along
the section of roadway where the restrictions apply.
Guidance

4.3.6.6.2 Lane Use Control – Directional Restriction Sign 486
Description
Sign 486 imposes a mandatory restriction of movement LANE USE CONTROL — DIRECTIONAL
RESTRICTION on one of the basic through lanes of a roadway. In the example shown it warns
motorists that the leftmost of the basic through lanes becomes, by regulation, an exclusive left turn
lane at the intersection. Drivers wishing to continue straight ahead must leave that lane prior to the
intersection; otherwise they will be required to make a left turn.
Standards
1. Purpose. The LANE USE CONTROL — DIRECTIONAL
op V1
RESTRICTION series of signs shall supplement pavement
markings and provide advance notice of a lane use control
condition ahead. These signs are not intended for routine use at
all standard signalized intersections where geometry clearly
indicates intended turning lanes. Rather, its use shall be restricted
C -
y
to unusual intersection configurations where one of the basic
C
roadway lanes unexpectedly becomes an exclusive turn lane.
Sign 486
2. Appearance. Sign 486 and others in this series shall utilize the
C
rectangular shape consistent with Section 4.1.9.1 and a size consistent with General
Standards Section 4.3.6.2. The signs shall have a white background and a thin red border.
The icon should be black with the regulatory symbol in blue.
Q
3. General Placement and Visibility. Sign 486 and other in this series placement and visibility
shall be consistent with the Standards presented in Table 4-16, in Section 4.3.3.1, Section
4.3.3.2, and based on engineering judgment.
4. Location. Good engineering judgment shall be exercised in locating the signs in advance of
the lane use control.
Guidance
1. A likely usage of this sign will be at a T-junction on the through leg containing the left turn,
when the geometry is such that one of the basic roadway lanes becomes an exclusive left
turn lane. Its use on other legs of the T-junction will not ordinarily be required.
4.3.6.6.3 HIGH VEHICLE WARNING SIGN 495
Description
HIGH VEHICLE WARNING Sign 495 is typically located in advance of gantry or cantilever signs
and points high vehicles to a short, low-grade detour that does not pass underneath the horizontal
arm of the sign but instead around the sign’s support column.
Standards
1. Purpose. HIGH VEHICLE WARNING Sign 495 shall be used as necessary to direct high
vehicle drivers to a low-grade detour around a sign with a horizontal arm that crosses over
the roadway.

Sign 495
2. Appearance. Sign 495 shall utilize the rectangular shape consistent with Section 4.1.9.1
and a size consistent with General Standards Section 4.3.6.2. The signs shall have a white
background, a black border, and the text “High Vehicles” shall be black. Two LED flasher
op V1
assemblies may be placed at the top for added visibility and may be triggered if a vehicle
height detection device is triggered upstream of the sign location.
C -
y
C
Location. HIGH VEHICLE WARNING sign 495 shall be located on the right side of the roadway at
a distance in advance of the gantry or cantilever structure as indicated in Table 4-16.
C
Guidance
Q
1. If deemed appropriate by the engineer, sign 495 may have flashing yellow caution lights
placed at its top.
4.3.7 Countdown Markers (Signs 496-498)

Description
Countdown markers are used to supplement advance warning signs ahead of the location of the
condition. Most frequently they are used ahead of roundabout junctions along with exit ramps
which may be difficult to see due to changes in vertical or horizontal alignment.
Standards
1. Purpose: Countdown markers shall be used to measure intervals of 100 m before hazards /
junction locations (i.e., intersections or roundabouts) if travel speeds or visibility of the
junction result in the need to reduce travel speeds well in advance of the junction.
2. Appearance and Placement: Countdown markers shall consist of three consecutive signs
(minimum 1200 mm high by 700 mm wide), in blue with white border and legend (for
applicable roads, in green with white border and legend), Sign 496 shows three bars (300
m from location), Sign 497 shows two bars (200 m from location) and Sign 498 shows one
bar (100 m from location).

Signs 496, 497 and 498
op V1
4.4 Guide Signage
This Section illustrates standard guide signs and provides examples of the standardized formats
for those guide signs that are required to be individually designed to comply with the specifications
in the relevant part of this Manual. Sign size and legend guidance are provided as part of this
C -
Section. Note that the information presented in the examples that follow is for illustrative purposes
y
C
and may not correspond to the details of the actual Emirate road network.
4.4.1 Function and Application of Guide Signs

C
The objective of guide sign system is to provide travel and directional guidance to visitors to and
residents of Abu Dhabi. To accomplish this objective, guide signing must do the following:
Q
 Enable travellers to reach their destination safely and in the most cost-effective fashion.
 Avoid confusing drivers with too much information.
 Be predictable in appearance, quality and clarity of information.
 Be current as to the information provided.
 Provide sufficient advance notice so that driver decisions can be made in a safe fashion.
 Basic principles of guide signage are discussed below.
4.4.1.1 Method of Providing Guidance

Guide signs must be able to provide a driver with two basic pieces of information:
 The current location of the driver within the roadway system, and
 When facing a choice of several possible directions of travel, which one should be taken to
reach the desired destination.
Driving is a complex process requiring a driver to observe, comprehend, analyze and act upon a
wide variety of visual inputs. It is critical that guide signs present information to the driver in a
predictable, clean and simple manner. This information must be presented far enough in advance
of the point of potential action to permit the driver to determine what action is required and then
allow him to safely and orderly execute any directional changes that may be necessary.
The guide sign system for Abu Dhabi is based upon a framework of fundamental principles,
summarized as follows:
 Use of route numbers as the primary method of guidance on main roads.

 Use of street names as the primary method of identification and guidance on non-
numbered routes and as a secondary means of guidance on numbered routes.

 Strict criteria for destinations displayed for each route as an orientation guide for road
users.
 Strict criteria for additional destinations to be displayed on supplemental guide signs,
separate from the primary guide signs.
 Consistent colour-coding of signing, based on functional class of road and type of
information provided.
 Consistency in the application of signing.
4.4.1.2 Classification of Guide Signs

Guide signing applications are divided into signs that are most applicable for at-grade junctions
op V1
(intersections and roundabouts) and those that are applicable for grade-separated, free-flow
interchanges. Sequencing of these signs, particularly for freeway/expressway operations, is
addressed in later sections.
4.4.1.2.1 Arterials and At-Grade Junctions

C -
y
Guide signs along arterials approaching at-grade junctions, whether intersections or roundabouts,
C
generally have three choices of direction: through, left, and right. These movements, especially the
turns, are made at slow speed and often under traffic signal control. While at-grade junctions are,
C
or should be, relatively uniform and deliberate in operation, guide signing may be applied in two
different manners, depending on roadway width and line of sight (the latter is particularly of
Q
concern on major roads with heavy vehicles, but can also be a function of vertical and horizontal
alignment. The two options include:
 Option A: Ground-Mount Signage
- Simple ADVANCE VERTICAL STACK Signs (Sign 512), advising motorists of

available directions of travel at the junction ahead, allow sufficient advance notice
for driver orientation and appropriate action.
- CHEVRON DIRECTION (Sign 515) signs, located in the vicinity of the turning area
at roundabouts and for wide channelizing islands, will identify the point of turning
action and provide motorists with confirmation of their intended movement. They
shall not be required if there is no separate channelization or if the right turn
channelization is narrow and it is clear where the turn is located.
- A STREET NAME sign is provided at each junction (either on a signal mast arm or
on the median or opposite curb side of the cross street) provides a secondary
source of driver orientation and guidance. Street signs on the median are to meet
the requirements of Sign 587, including the use of chevron direction arrows to
illustrate the directions of movement; however, mast arm-based street name
signage may be provided instead or in addition to these signs, as per Department of
Municipal Affairs (DMA) guidance on street signing and addressing.
- Other supplementary guide signs (Sign 513), used separately or as a unit with the
primary signs, that provide supporting information that neither overwhelms nor
dilutes the primary guide sign message.
- MAP-BASED signs may be used in place of stack-style signs if there are more than
three directional options at the upcoming junction, or if the options are diagonally
aligned relative to the current roadway. Usually such an arrangement is most
common if the junction is a roundabout.

- Due to urban space constraints, DMAT may choose to limit the maximum sign width
to 2.5 m where required.
 Option B: Overhead Guide Signs
- ADVANCE HORIZONTAL STACK SIGNS (Sign 511). Guide signs with route
number and/or street name plus destination information, with directional arrow,
mounted over the lane in which the turn (or through movement) is permitted, a
sufficient distance ahead of the intersection where the driver can make the
appropriate lane changes without disrupting traffic flow.
- The above may be accompanied by Chevron, trailblazer and street name signs as
reinforcement. Supplementary signs are typically used as ground-mount unless they
op V1
are shown with the appropriate contrasting-colour panel within the overhead guide
sign.
Figure 4-18 and Figure 4-19 provide views of Option A sign layouts for intersections and
C -
roundabouts, respectively. Figure 4-20 provides a view of Option B sign layouts for major
y
C
intersections. Roundabout signing with Option B sign layouts is similar to that for Option A with the
exception of the overhead Advance Horizontal Sign Stack in place of the Vertical Sign Stack.
C
Q
Figure 4-18: Option A – Advance Signing for Intersections1
1
Note: Signing is shown for one sample approach and except where noted is limited to guide sign example displays

op V1
C -
y
C
C
Q
Figure 4-19: Option A – Advance Signing for Roundabouts2
2
Note: Signing is shown for one sample approach and except where noted is limited to guide sign example displays

op V1
C -
y
C
C
Q
Figure 4-20: Option B – Advance Overhead Signing at Major Intersections2
4.4.1.2.2 Freeways, Expressways, and Grade-Separated Junctions

Freeways, expressways, and other routes with grade-separated junctions present a much different
set of circumstances to motorists. Typically these signs are on facilities that handle traffic in a free-
flow operational mode. It is thus important that motorists be advised clearly and well in advance of
their intended point of departure. This will allow ample opportunity to make one or more lane
changes to be properly positioned to execute a full-speed exit from the roadway. Inadequate
and/or unclear directions may contribute to driver indecision; speed reduction or stopping; and
abrupt, last-minute manoeuvres, all of which will be extremely dangerous under high-speed, high-
volume conditions.
Thus, a different type of signing is required for grade-separated junctions and freeway
interchanges. This includes the following:
 One or more ADVANCE EXIT DIRECTION signs (Sign 551), from 500 to 2000 metres in
advance of the exit point. These signs advise motorists of destinations reached from the
next exit, appropriate lane position to access that exit, and distance to exit point. If more
than one ADVANCE EXIT DIRECTION sign is utilized, the sign is generally repeated at 500
metre intervals (or at 1000 m intervals beyond 1000 m from the exit)
 When the exit point is reached (also known as the theoretical gore or painted nose) the
motorist is advised by an EXIT DIRECTION (Sign 552) sign that this is the point of
departure. The physical nose is also marked by a GORE EXIT sign 554 to further reinforce
the action of exiting the mainline.
 On a freeway or expressway with multiple grade-separated junctions, the use of exit
numbering which is linked to the kilometre posting along the roadway helps provide quick

location orientation. The exit number is provided on the ADVANCE EXIT DIRECTION and
EXIT DIRECTION signs as a supplemental panel above each sign, and is also placed on
the GORE EXIT sign.
 For multiple ramps at a single interchange (e.g., a simple cloverleaf or directional ramp
interchange), the second ADVANCE EXIT DIRECTION SIGN (at least 1000 metres in
advance of the first exit point) should show separate signs for the first directional exit and
the second directional exit. The EXIT DIRECTION SIGN location shows signs for both
directions, followed by the GORE EXIT sign for the first direction. A second EXIT
DIRECTION SIGN is then provided prior to the second directional exit, followed by a GORE
EXIT sign for the second exit.
 Where Interchange numbering is used (see Section 4.4.5.10), the first exit in the direction
op V1
of increasing kilometre posts is labelled with the suffix A (e.g., “Exit 102A”) while the second
exit is labelled with the suffix B (e.g., “Exit 102B”). In the opposite direction, the ramps are
labelled in the opposite order, with the first exit labelled B and the second one labelled A.
 Chevron or trailblazer signs should not be used in mixed form with advance signage for
C -
grade-separated intersections, as it may cause additional sign clutter and confusion.
y
C
Figure 4-21 illustrates advance signing for typical freeway interchanges, including simple diamond
interchanges and more complex freeway-to-freeway lane drop interchanges.
C
Figure 25 shows two signing options for shared-lane signage for through and exit movements, the
use of which are discussed further in Section 4.4.5. The first option signs for a dropped lane
Q
scenario in advance of the exit, and then provides an exit arrow for the second-to-rightmost lane as
an exit option (the second lane does not drop here as does the first).
The second option (enclosed in a grey box) is designed for new interchanges and lane
configurations, and provides advance warning of lane use at the exit location, for all lanes. These
types of guide signs use diagrammatic upward and curved lane use arrows as appropriate, instead
of downward pointing arrows.
4.4.1.2.3 Supplemental Guide Signing

Supplemental destination signing is provided as an adjunct to the above signage applications,
providing direction to local facilities or attractions that are primarily of interest to visitors to Abu
Dhabi. To avoid overloading and overcomplicating the primary guide sign system, these
supplemental destinations are typically separately or with contrasting colour panels (or “patches”)
on main signs where space and legibility permits. Supplemental signing may be used for both at
grade and grade-separated junctions.
One of the most common errors in guide sign layout is providing too many supplementary signs
and not providing adequate separation or differentiation between these signs and the primary
guide signs. The principles presented in this Manual are intended to prevent the overloading of
signage.

op V1
C -
y
C
C
Q
Figure 4-21: Advance Signing Example for Diamond Interchange
Figure 4-22: Advance Signing Example for Major Interchange

4.4.2 General Standards for Guide Signs

This section provides an overview of general standards for guide signs including the nature of the
content permitted to be displayed, size of text provided, use of arrows, and destinations or other
text-based content that can be included on signs.
4.4.2.1 Information Displayed on Signs

It is important that each type of guide sign consistently display all necessary eligible information,
but not display any additional or extraneous information.
op V1
4.4.2.1.2 Standards
1. Criteria for Information to be Shown on Guide Signs. Strict criteria have been established,
as indicated in Table 4-21, concerning what information may or may not be shown on each
type of guide sign. Sign design activities shall utilize Table 4-23 as the basis for sign
C -
y
content definition.
C
4.4.2.1.3 Guidance
C
1. The Emirate’s guide sign system is intended to provide motorists with directions for
travelling along a particular numbered route (be it an Emirate “E” Route or an Abu Dhabi
“AD” Route) and advising turns from that route onto another numbered route (either an E or
Q
AD-route). Guide signs may also be used on key arterials that do not carry E-route or AD-
route numbers, but intersect such roads. Street name signs shall be provided for numbered
routes which also carry street names as well as those routes that are identifiable only by
street name.
2. Details pertaining to the local community, street and building numbering system may be
obtained from the pertinent Municipality.
3. The primary piece of information to be included on guide signs is the identifying route
number. Motorists unfamiliar with Abu Dhabi will consult a route map to determine what
numbered routes to use to get from their current location to their intended destination.
Therefore, route numbers must be displayed clearly and prominently on every primary
guide sign. Large, distinctively shaped and coloured route emblems with large Arabic
numerals (English) provide a highly conspicuous and legible route identification.
4. By strict adherence to route numbers and control destinations, motorists will see a
consistent display of destinations when turning onto and following the guide signs on that
route. They will not be left to guess at what destinations might appear on subsequent signs.
This is an important principle of guide signing. That is, once a destination appears on a
guide sign, it must be repeated on each subsequent guide sign until the destination is
reached. Thus, there is the need for strict control of the number of destinations and the
consistent use of these destinations on all signs.
5. On rare occasions, it may be desirable to provide a guide sign to direct motorists from a
numbered route to an unnumbered route. Such cases should be reviewed with the DMAT
or, for Municipality-owned routes, the Municipality, in consideration of the following:
a. Is it necessary to provide a guide sign other than a street name sign to identify the
intersecting roadway?

b. If so, does the importance of the intersecting roadway warrant providing it with a
route number and control destination(s)?
c. If not, then guide sign series should display the name of the street or other
approved name as the destination and omit the route number and emblem.
6. Such instances should be extremely rare and limited mainly to cases on rural, high speed,
controlled-access facilities (e.g., freeways) where advance signing is necessary.
4.4.2.2 Sign and Message Visibility

op V1
The content of any sign must be conspicuous. The ability to recognize this content is a function of
the following:
 The size, shape, and colour of the sign.

 The “brightness” of the sign.
C -
y
 The contrast between the sign and its environment, and resultant time for the driver to
C
notice the sign as a function of road geometry, speed, traffic flow, presence of other signs,
and other competing visual stimuli.
C
 The location of the sign in relation to the driver’s line of sight (distance and angle).
Section 4.1.7 addressed in detail the requirements associated with sign retroreflectivity. Relative to
Q
Guide Signs, many of these need to be seen from a significant distance, but may also need to be
placed in a location that is less vulnerable to damage from vehicles, or may need to be placed
overhead. In general, guide signs require greater entrance and observations angles than
regulatory or warning signs, due to the size and amount of information that is provided on the guide
sign. Retroreflectivity needs thus should take into consideration the angle by which these signs are
approached, as well as the lighting provided along the road.

Table 4-21: Information Eligible for Display on Guide Signs
Route Number Emblem

Downward Lane Arrow
Supplemental Symbols
Number Emblem *(in
**Connecting Route
Control Destination
City Centre Symbol

Directional Arrow
Lane Drop Panel

Distance to Exit
Airport Symbol
Sign Type
Supplemental
parentheses)
Street Name
Destinations
Exit Number
ADVANCE HORIZONTAL STACK
4 0 3 2 4 2 2 0 0 0 0* 0* 1
Sign 511
op V1
ADVANCE VERTICAL STACK sign
4 0 3 2 4 2 0* 0 0 0 0* 0* 1
512
ADVANCE MAP sign 513 4 0 3 2 4 2 1* 0 0 0 0 0 1
ADVANCE SUPPLEMENTAL sign
4 0 0 1 0 0 0* 0* 0* 0 2 4 0
514
C -
y
CHEVRON DIRECTION sign 515 4 0 3 2 4 2 2 0 0 0 0* 0* 1
C
STREET NAME sign 587 0 0 0 0 0 0 0 0 0 0 0 0 4
C
ADVANCE EXIT DIRECTION sign
0 4 3 2 4 2 2 4 2 3 0* 0* 1
551
EXIT DIRECTION sign 552 4 0 3 2 4 2 2 0 2 3 0* 0* 1
Q
ONGOING DIRECTION sign 553 0 4 3 2 4 2 2 0 1 1 0 0 0
GORE EXIT sign 554 4 0 0 0 0 0 0 0 0 3 0 0 0
SUPPLEMENTAL EXIT sign 557 4 0 0 0 0 0 0 0 0 1 2 4 0

Key:
0 – Not Eligible Ever
NOTE: (Applies to above items 1 – Not Eligible Ordinarily
marked *) 2 – Eligible Where Applicable
Variations to the above are not 3 – Use on Emirate Routes and Abu Dhabi Routes Only
permitted unless directed otherwise 4 – Mandatory in All Cases
by Abu Dhabi DMAT or the
Municipality operating the road ** - Connecting Route Emblem is bracketed in parentheses where shown on
facility. advance stack and exit direction signs, does not require parentheses if shown
on a chevron direction sign with no other information on it.
However, the speed at which vehicles approach the sign also require the ability to see the
message as quickly as possible. Larger font sizes are thus required at higher speeds and for
longer visibility distances. In general, legibility of guide signs (that is, the ability to read the sign
legend and understand the symbols) is impacted by the following:
 Sign mounting position, i.e., ground mounted or overhead.

 Sign mounting height.
 Letter style, spacing, size, and stroke width.
 Legibility factor (0.6 metres of legibility distance per millimetre of lowercase ‘x’ letter height).
 Visual acuity of drivers.
 Driver’s workload and surrounding distractions that compete for his attention.
 Approach speed of traffic.

 Amount of information displayed on the sign.

 Luminance (daytime) and retroreflectivity (night-time) contrast ratio between the sign
legend and sign background.
 Ambient light levels (particularly street and advertising lighting).
The legibility of a sign, given optimal retroreflectivity and positioning, is governed by its most critical
elements – namely, the smallest and thinnest shapes that must be readable by the driver. These
include:
 Letter font style.

 Letter stroke width.

op V1
Letter and line spacing.
 Fine details of a symbol.
In general, increasing the size of these elements increases sign legibility, but also the required size
of the sign.
C -
y
C
Typically the finest or most critical element for guide sign lettering is the stroke width.
Characteristics for selection of a letter type, or “font” is:
C
 Consistent letter design.
 Improved legibility over more “creative” styles.
Q
 Widely recognized at an international level.

 Greater surface area and therefore target value.
 Usable with higher grades of retroreflective material with minimal risk of “over glow” or
“bleeding.”
The Arabic and English letter styles specified in this manual maximize the above characteristics.
4.4.2.2.2 Letter Size Standards

1. Letter Size. Letter size relationships for English and Arabic shall meet the following
requirements, based on the “x,” or lowercase, English letter height:
a. Lowercase letter height = 1.0x

b. Stroke width = 0.2x
c. Uppercase letter height = 1.4x
d. English text background tile height = 2.0x
e. Aleph height of equivalent Arabic text = 1.96x
f. Arabic text background tile height = 3.24x
2. Minimum Letter Sizes As Function of Approach Speeds. Based on use of the standard 0.6
m legibility distance/mm of lowercase “x” letter height, minimum letter sizes shall be as
presented in Table 4-22 for different approach speeds.
3. Longitudinal Sign Spacing and Impact on Sign Visibility. Section 4.1.10.7, paragraphs 5
through 10, shall be used for determination of minimum sign spacing and thus longitudinal
visibility for guide signs on arterials, freeways and expressways in rural and urban
environments.

4.4.2.2.3 Letter Size Guidance

1. Legibility distances are conventionally quoted in relation to the lowercase or “x” height of
letter because these constitute the majority of letters used on direction signs. These
parameters are subject to ongoing research but the values accepted are consistent with
those used in many other countries. However, it should be noted that some drivers may
have poor visual acuity and that the legibility index at night can be lower than 0.6 m/mm.
Under these circumstances lower legibility distances will result.
Table 4-22: Recommended “x” Height for Guide Signs (millimetres)

Posted Speed 120 km/h 100 km/h 80 km/h 60 km/h 40 km/h
Primary Guide Sign
op V1
Overhead 300 300 250 200 200
Ground Mounted* 300 250 200 150 100
Supplemental Sign
Stack* 300 250 150 100 100
Symbol Only 300 250 150 125 100
Gore Exit Sign
C - 300 250 200 200 N/A
y
Chevron Sign
At Roundabout
C N/A 125 100 100 75
At Intersection N/A 125 125 100 100
C
At Freeway Ramp 250 150 150 120 120
Route Marker 300 250 200 150 150
General Information Sign* 250 150 150 100 100
Q
*For ground-mounted signs, “x” height may be reduced based on location & visibility as per DMAT approval.
2. Another factor that affects the legibility of letters on direction and other guide signs is the
luminance contrast between the lettering and the sign background. This contrast is
expressed as a ratio of light-to-dark colour luminance and is appropriate during both day
and night. Guidance is as follows:
a. A “1 to 1” ratio indicates no contrast between legend and background, while ratios

higher than “10 to 1” run the risk of creating an “overglow” or “bleeding” effect from
retroreflective materials at night, particularly if the background colour is light and the
letter colour is dark. “Overglow” results in the letter stroke width of a dark letter
being diminished by the glare from the bright colour background. This in turn may
affect the letter legibility. High ambient light levels common under street lighting will
reduce this effect significantly and it is less problematic when vehicle headlights are
commonly used in the low beam position (as under street lighting).
b. Ideally the contrast ratio should be between the ratios of 5 to 1 and 10 to 1. For
symbolic signs with bold symbols the ratio may be as low as 4 to 1 and still be
effective.
3. If the amount of information to be displayed on a sign face is increased or it is necessary,

due to exceptional geometric conditions, that the sign must be legible from a greater
distance, consideration must be given to the need to use a larger-than-standard letter size
and approval obtained from DMAT.
4.4.2.2.4 Standards for Sign Borders

1. Basic Requirement. All guide signs shall be provided with a contrasting border around the
perimeter of the sign.

2. Exception for exclusive exit lane “ONLY” panel. When an exclusive exit only white panel is
placed at the bottom of an overhead exit direction sign no border is required on the white
panel.
3. Colour. The border colour shall be the same as the colour used for place name lettering on
the sign.
4. Dimensions. Sign borders shall have the following dimensional characteristics where “x” is
the height of the lowercase lettering used for the sign:
a. Width = 0.25x.
b. Corner radius = 1.0x (to the outer edge of the border).
5. Division of Stack Signage. An internal dividing border shall be used to separate the stacks
op V1
of a stack type direction sign. This border shall have the same width as the outside sign
border but should not be provided with radii where it joins the outside border.
4.4.2.2.5 Standards for Internal Spacing

C -
y
1. Internal Spacings. The sign face layout of all guide signs shall adhere to the internal
C
spacings listed below and illustrated in a typical example in Section 4.4.2.3.2:
C
a. Side space between border and right or left line of justification = 0.5x
b. Minimum lateral space between a route number emblem and an arrow = 1.0x
c. Minimum lateral space between text and a Type 5 or Type 8 arrow = 1.0x
Q
d. Minimum lateral space between text and a symbol or emblem = 0.5x

e. Vertical space between the top border and nearest legend = 0.5x
f. Vertical space between the bottom border and nearest legend = 0.5x
g. Vertical space between an upper row of legend and a lower row of legend on a
horizontal stack type sign = 0.5x
4.4.2.2.6 Spacing Guidance

The vertical space between Arabic and English text, or between two rows of Arabic or two rows of
English text, is dictated by the letter and number tiles and no additional internal spacing is required.
The horizontal spacing between letters or numbers is also controlled by the letter and number tiles
which include the provision of a blank tile 0.5x wide for use between consecutive words in a line.
4.4.2.3 Language and Lettering Styles

Most signs in the guide sign class display their message in the form of arrows, symbols, and/or
text. Guide sign “text” may include any of the following messages:
 A destination name (control, supplemental, or local).

 A street name.
 A place name (Emirate, city, town, or community).
 A route number (only within a route number emblem).
 A distance to an exit.
 A distance to a destination.

4.4.2.3.2 Standards
1. Bilingual Signage. All destination names, street names, place names, and distances shall
appear on guide signs in both Arabic and English.
2. Font Types. The style of lettering used shall be standard Naskh for Arabic and the use of
Transport Medium font for English; except that Transport Heavy font shall be used for
English text and numbers on signs with black legend on white background). Route
numbering emblems shall use either Transport Medium or U.S. FHWA Highway Gothic
Type D fonts for E-route emblems and either Transport Medium or Highway Gothic Type D
numeric fonts for AD-route emblems.
3. Spacing Tiles. Each individual letter or number within the above fonts shall be positioned on
a standardized background tile. The use of these “tiles” automatically provides the correct
op V1
spacing between letters and vertical spacing between rows of text.
C -
y
C
Transport Medium Font (Example)
C
Q
Naskh Font (Example)
4.4.2.4 Amount of Legend

Sign legend provided on signs should be minimized in order to limit the amount of time required to
read the signs over a short distance. To this end, standards are identified below and in the specific
sign descriptions later in Section 4.4 which limit the amount of information to be displayed on the
sign, including number of street names, destinations, symbols, etc.
4.4.2.4.2 Standards
1. Number of Destinations for a single direction. A given route or route direction shall show no
more than two destinations, and one destination if a street name is also provided for the
route. A third destination may be shown if the route connects to another route (the route
emblem and number for the connecting route leading to the third destination shall be
enclosed in parentheses)
2. Number of Destinations for a single sign serving two directions. One destination shall be
shown for each direction (e.g., left and right).
3. Route Numbers. No more than two route numbers shall be shown for a given route or route
direction. If there are different route numbers for each direction from an exit ramp at a
grade-separated junction, these routes should be clearly differentiated within the exit

direction sign. If the road leads to a major connecting route leading to a second or third
destination, the route emblem and number for the connecting route leading to the third
destination shall be enclosed in parentheses,
4. Arrows. Single arrows shall be provided to point to a given route direction or, if the sign and
arrow is mounted so it is pertinent to specific travel lanes, only one arrow shall be provided
over each travel lane.
5. Number of Signs at a Single Location. No more signs or sign stacks/panels shall be
provided than there are directional options. There are two exceptions:
a. If there are more than the three basic directional options (i.e., besides left, through,
right), a situation typically found mainly at roundabouts, a map-based advance
op V1
direction sign (Section 4.4.4.6) shall be provided.
b. If there is a single sign for a specific direction (trailblazer or chevron), and either a
secondary destination or a distant route trailblazer or chevron is also needed, those
signs may be mounted below the primary trailblazer or chevron, assuming there are
C -
location restrictions that prevent such signs from being located elsewhere. As an
y
optional alternative, if there is room on the primary chevron or trailblazer sign, the
C
connecting route emblem and number may be enclosed in parentheses.
C
4.4.2.4.3 Guidance
1. Consistent signing of destinations along a route is of critical importance in simplifying the
Q
location wayfinding process. The same destination should be shown on each sign from the
original advance direction sign to the actual destination location along the chosen route.
This assures consistency of guidance and wayfinding for travellers, so they see a
continuous path to their destination.
2. Extra destinations should not be added to guide signs without the consent of DMAT or the
Municipality responsible for the road in question. The standards above related to two
destinations (or one street name and one destination) per directions continue to apply in
this case.
4.4.2.5 Arrow Descriptions and Applications

The following basic types of arrows are used on guide signs:
 Chevron arrow
 Stack-type arrow
 Overhead arrows
 Map-type arrows
 Diagrammatic arrows
The individual types of arrow are detailed below. All arrows have been allocated a “Type” number
including left, through and right applications. The arrows should appear in white unless noted
otherwise. The applications of arrows Type 1 to Type 15 are illustrated in each of the standards
presented below.

4.4.2.5.2 Arrow Application Standards

1. CHEVRON ARROW TYPES 1 AND 2
Chevron Arrows Types 1 and 2 shall be used when a CHEVRON DIRECTION sign 515 is
required, to indicate the action point for a left or right turn at an at-grade junction.
op V1
C -
y
C Type 1 Type 2
C
Chevron Direction Signs
Q
2. STACK SIGN ARROW TYPE 3 (Through arrow)
Stack Sign Arrow Type 3 shall only be used pointing straight upwards. The arrow shall be
used where ADVANCE HORIZONTAL STACK sign 511 and ADVANCE VERTICAL STACK
sign 512 is required, to indicate that drivers must travel straight through the junction ahead
to reach the destination named in the stack. When used on sign 512, a Type 3 arrow shall
only be used in the top stack. Exceptions to this shall be approved on a case-by-case basis
by DMAT.
3. STACK SIGN ARROW TYPES 4 AND 5 (Left hook and right hook arrows)
Stack Sign Arrows Types 4 and 5 shall be used where ADVANCE HORIZONTAL STACK
sign 511, ADVANCE VERTICAL STACK sign 512, and ADVANCE SUPPLEMENTAL sign
514 are required to indicate the direction in which drivers must turn at the junction ahead in
order to reach the named destination in the stack in which the arrow is located.
4. STACK SIGN ARROW TYPE 6 (Left U-Turn Arrow)
Stack Sign Arrow Type 6 should only be used pointing to the left. The arrow is used on
ADVANCE SUPPLEMENTAL sign 514 to indicate that drivers must execute a U-turn at the
next opportunity in order to reach the destination named in the stack. In such an instance
drivers are likely to see a further sign 514 shortly after the U-turn indicating a right turn into
a side road.

Type 3 Type 4 Type 5
op V1
C -
y
C
Type 6
C
Q
Vertical Stack and Trailblazer Signs
Horizontal Stack Sign
5. DOWNWARD POINTING ARROW TYPE 7
Downward Pointing Arrow Type 7 shall only be used on an overhead direction sign at the
bottom of the sign pointing straight downwards. The arrow shall be used on ADVANCE
EXIT DIRECTION sign 551 and ONGOING DIRECTION sign 553 to indicate that drivers
may use the lane over which the arrow is centred to reach the destination(s) named in the
sign above the arrow. Further requirements are below:
a. When signs 553 and 551 are mounted next to each other, there shall be one Type 7
arrow centred over each lane.
b. If one lane is a shared exit lane, an ongoing lane the arrow over the lane should
appear on the ADVANCE EXIT DIRECTION sign 551.

c. If one or more of the lanes indicated on sign 551 is an exclusive exit lane (in other
words the lane is dropped from the ongoing path) the Type 7 arrow shall appear in
black on a white background panel at the bottom of the sign together with the word
“ONLY” in Arabic and English.
d. As an alternative to the sign applications described in subparagraphs (b) and (c)
above, the use of ADVANCE EXIT DIRECTION SIGN 551D and EXIT DIRECTION
SIGN 552D with diagrammatic arrows 10 through 13 may be considered (see
Section 4.4.5.4 and also paragraph 8 below) in order to provide a clearer idea of the
lane geometrics at the exit point.
6. UPWARD POINTING ARROW TYPE 8
op V1
Upward Pointing Arrow Type 8 may be used on a ground mounted or overhead exit
direction sign. The arrow should be located on the right side of ground mounted signs and
at the bottom of overhead signs. The arrow is used on an overhead EXIT DIRECTION sign
552 to indicate to drivers that use of the lane over which the arrow is located will lead to a
C -
high speed exit from the grade-separated route toward the destination(s) shown above the
y
C
arrow. Additional requirements are as follows:
a. If one or more of the lanes indicated on sign 552 is an exclusive exit lane, the Type
C
8 arrow shall appear in black on a white background panel at the bottom of the sign
together with the word “ONLY” in Arabic and English.
Q
b. The Type 8 arrow shall also be used on ground mounted GORE EXIT signs 554,
555 and 556 to indicate to drivers the action point for the high-speed exit.
c. The Type 8 arrow shall also be used where ground mounted SUPPLEMENTAL
EXIT sign 557 is provided on a freeway to indicate that the high speed exit a short
distance ahead may be used to reach the supplemental destination named on the
sign.
d. Left hand exits from a through route typically to be avoided. However, where such
do occur, the Type 8 arrow shall be inclined towards the left and moved to the left
side of ground mounted signs.
Type 7 Type 8 (may be tilted right or left)

op V1
C -
y
C
C
Q
7. MAP ARROW TYPE 9
Map Arrow Type 9 shall only be used on ADVANCE MAP sign 513 (where required) to
indicate to drivers that the junction ahead (typically a roundabout) has more than three exit
roadways or is of an irregular shape. The arrow shall be custom-designed to suit the
geometric configuration of the junction it describes. The arrow’s horizontal orientation shall
be in the centre of the sign. The vertical orientation will depend on the geometrics of the
intersection, but the arrow shall always be arranged to show the entry path to the diagram
is located at the bottom of the sign. Hence the entry path should be bottom justified on the
sign.
8. DIAGRAMMATIC LANE ARROWS (TYPES 10, 11, 12, 13, 14 and 15)

Diagrammatic lane arrows may be positioned on special ADVANCE DIAGRAMMATIC

DIRECTION sign 551D and DIAGRMMATIC DIRECTION SIGN 552D signs that are used
as replacements for existing sign 551, 552 and 553 installations on freeways where multi-
lane exits occur at grade-separated junctions. Consideration and usage of these signs shall
be only upon the approval of DMAT. Specific requirements are presented below:
a. Type 10 through arrows shall be placed above traffic lanes which continue through
the junction and are not used for exiting traffic.
b. Type 11 curved left arrows shall be placed above traffic lanes which bear to the left
at the exit location.
i. If the lanes represent a continuation of the freeway route and not a ramp
op V1
(e.g., the freeway through lanes curve to the left past the exit), the arrows
shall be white as with other sign legend.
ii. If one or more lanes drop off from the mainline to form a left-hand exit (not
typically desirable), a black arrow shall be placed over the exit lane on a
C -
white plate stating “ONLY” in English and Arabic). If two lanes are exiting, a
y
C
single plate shall be provided over the two lanes, with a Type 11 arrow over
each lane and a single “ONLY” text (English and Arabic) provided between
C
the lanes.
c. Type 12 curved right arrows shall be placed above traffic lanes which bear to the
Q
right at the exit location.
i. If the lanes represent a continuation of the freeway route and not a ramp
(e.g., the freeway through lanes curve to the right past the left-hand exit), the
arrows shall be white as with other sign legend.
ii. If one or more lanes drop off from the mainline to form the right-hand exit, a
black arrow shall be placed over the exit lane on a white plate stating
“ONLY” in English and Arabic). If two lanes are exiting, a single plate shall
be provided over the two lanes, with a Type 12 arrow over each lane and a
single “ONLY” text (English and Arabic) provided between the lanes.
d. Type 13 through-curved left option arrows shall be placed above traffic lanes which
permit both a left exit and through movement.
e. Type 14 through-curved right option arrows shall be placed above traffic lanes
which permit both a right exit and through movement.
f. Type 15 curved left-curved right “Y” option arrows shall be placed above traffic
lanes which permit either a left movement or a right movement (either the freeway
through-lane geometry bears left following a right-hand exit, or the through-lane
geometry bears right following a left-hand exit)

op V1
C -
y
C
C
Q
Diagrammatic Lane Arrows on Directional Guide Signs
4.4.2.6 Destination Restrictions on Guide Signs

Sections 4.4.3.5 and 4.4.4.7 respectively list control destinations and supplemental destinations
eligible for display on primary and supplemental signs. While there always exists the desire and
pressure from outside constituencies to add other destinations to the guide signs, this should be
avoided. One exception may result in additional exceptions and the creation of not only unreadable
guide signs, but often the installation of extra guide signs that impede the visibility of the most
critical information. Table 4-23, though not all-inclusive, provides an indication of the types of
places not warranting primary display on guide signs within the roadway right-of-way. Some of
these may warrant supplementary displays.
Table 4-23: Places Not Eligible for Display as Primary Destinations on Guide Signs
Television and Radio Stations, Motels, Minor Shopping Centres, Office Complexes or Buildings,
Commercial Private Businesses, Petrol Stations except as located on freeways at designated service areas and
accessed using dedicated freeway ramps.
Clinics, Non-Emergency Hospitals, Public Health Care Facilities, Non-Emergency Mental Hospitals,
Medical
Research Facilities, Nursing Homes.
Military Bases or Detachments, Armories, Arsenals.
Branch offices, non-publicly-accessible Ministries, Prisons, Maintenance Facilities, Utility
Governmental
Agencies, Libraries.
Sports Clubs and Facilities (other than those types identified in Section 4.4.4.7), Private and Semi-
Recreational
Public Clubs (with the exception of Public Municipal Facilities).
Educational Elementary Schools, Secondary Schools, Vocational Schools, Trade, University, Professional.

There are however, some notable exceptions to the above. For instance, major facilities such as
Sas al Nakhl power plant, commercial port facilities, and other installations (other than particular
government buildings or ministries) typically warrant signing from the nearest numbered route.
Exceptions to the above can only be implemented with the prior approval of DMAT or other owner
of the road (e.g., Municipalities).
4.4.3 Route Numbering System

At the heart of guide signing is the route numbering system. Route numbers allow the motorist to
op V1
develop a simple series of directions to follow while travelling from one section of the Emirate to
another, as well as within local and regional jurisdictions. Where numbered routes are used to
identify a specific main road, the route numbers will be prominently and predictably displayed on
the guide signs, making driver orientation and direction clear and uncomplicated.
C -
y
C
Traditional route signing in the region has previously focused on destinations without the use of
route numbers or road names. The result has been that it is difficult to identify the correct route
from using a road map, and even more difficult to provide directional information to the driver.
C
While the use of Global Positioning Systems in vehicles assists in providing point-of-interest (POI)
information without the above level of information, the lack of route numbering, road names or
Q
street addressing in many areas can affect the ability to reach a private address or a less-known
location that may not typically be considered a POI.

1. System of route numbering for entire Emirate. DMAT and all responsible transport
operations entities shall adhere to an Emirate-wide system of route numbering that is
consistent with national route numbering strategies throughout the UAE including
neighbouring Emirates, but also assists in providing guidance for regional route number
designations.
2. Two levels of route numbering. Abu Dhabi Emirate shall utilize two primary levels of route
numbering, E-routes and AD-routes, based on criteria developed in the manual entitled
Route Numbering System for the Abu Dhabi Emirate as published by DMAT, and referred
to herein as the “RNS Manual”. The use of particular route numbering levels shall be as
prescribed in the following sections of the document.
3. Display of route numbers on guide signs. Route numbers shall be displayed on guide signs
with destination information and shall describe the route number for the road in which the
driver is to turn, or for the road the driver is continuing on.
4. Any usage of the Emirate route number emblems is as indicated in this manual is only as a
placeholder for illustration purposes and is not to be interpreted as a final depiction until
approved by relevant authorities and updated in future versions.
5. Display of downstream route number connections. Use of route numbers other than those
referring to the road ahead or the one the driver is turning on may be appropriate in order to
show the other routes the road connects with. However, there are key principles required in
order to eliminate confusion about which road the driver is on:

a. Connecting route numbering in support of ultimate or secondary destinations shall

not replace the route numbering for the road the driver is on or turning onto. For
example, while E11 may be the main road to Dubai, the driver may be travelling on
a major road which leads to E11, say route E10. The first route number shown
should thus be E10.
b. Connecting route numbers that are reached further down the road may be shown on
pull-through guide signs as bracketed between parenthesis symbols. (Example: If,
to travel to Dubai, the driver is first required to turn onto route E10, and several
kilometres later the driver is directed onto route E11 for the rest of the trip to Dubai,
the initial guide signage should indicate the driver is to take route E10 for Dubai.
Pull through displays may show the “E11” legend and emblem bracketed by
op V1
parentheses, either next to or below the E10 legend and emblem.
c. If connecting routes are needed to reach particular destinations, the route number
and destination for the primary route is shown at the top, while bracketed
connecting route numbers may be shown below next to their respective
C -
destinations.
y
C
d. On arterial routes and/or AD-routes with at-grade intersections, chevron or
trailblazer signage can provide specific directions to an E-route.
C
4.4.3.3 Route Classifications
4.4.3.3.1 General Description
Q
Two routing classifications form a hierarchy of:
 National and intercity Emirates, or E-routes, and

 Intra-Emirate roads, or AD-routes, that link these national and intercity routes to local
residential and business areas, destinations, and important transport, business and
institutional centres.
The Abu Dhabi Route Numbering Principles and Practices document provides information on the
concept and basis for assigning route numbers to specific roads in the Emirate.
Thus, logical route numbering and, where appropriate, tying this route numbering to particular road
or street names can assist in providing quick familiarity with navigating a city or area. Route
Number Emblems (Signs 501 and 502)

National
Wayfinding E-Routes / National and International
Importance
Intra-Emirate Route Numbering System

(AD-Routes)
op V1
Street Addressing
Local Local Named Streets
System
Wayfinding
C -
Figure 4-23: Abu Dhabi Route Numbering System Framework
y
C
The different route types are identified on the relevant direction and route marker signs by
C
exclusive route number emblems. The number of the route is indicated within the emblem so that
the route identification is located at the top of the emblem in English and Arabic (for E-routes) and
Q
the route number located below these letters in Arabic numerals (English) only.
Road identification on guide signs, except where conditions require other measures, should be
given preference in this order: E-Route, AD-Route, road name. The preference is
given by installing the highest-priority legend on the top or right of the sign.
4.4.3.3.3 Standards
1. Emirate Route Emblem (Sign 501)
a. Design. The Emirate Route emblem shall have a white

background featuring a blue icon and yellow text.
b. Size. The overall sizes of the shields are 4 “x” high by 3 “x” wide.
Shield proportions shall remain the same regardless of physical size.
c. Legend. Numerical font shall use US FHWA-standard Highway Sign 501
Gothic Series D, or alternatives of equivalent visibility
characteristics. All signs at the same intersection and location shall utilize the same
font types for uniformity.
d. Placement. Emirates route shields shall be placed as follows, next to the approved
road name and/or approved destination consistent with the examples of Section
4.4.4:
i. Advance exit direction signs

ii. Exit direction signs
iii. Advance overhead directional signs
iv. Chevron direction signs
v. Emirates Route Trailblazer signs
vi. Distance signs

2. Abu Dhabi Route Emblem (Sign 502)
a. Design. To be determined by DMAT. A “generic” emblem is presented in this

manual as part of guide sign examples.
b. Size. The overall size of the shield is proposed to be 3 “x” high by 4 “x” wide.
c. Legend. Numerical font shall use UK Transport Medium, FHWA Highway Gothic
Series E, or equivalent fonts of equal visibility. All signs at the same intersection and
location shall utilize the same font types for uniformity.
d. Placement. AD-route emblems shall be placed
as follows, next to the approved road name
and/or approved destination consistent with the
op V1
examples of Section 4.4.4:
i. Advance exit direction signs

ii. Exit direction signs
iii. Advance overhead directional signs
iv. C -
Chevron direction signs
y
v.
C
Street name signs Sign 502 (to be superseded by final
vi. AD-Route Trailblazer signs AD Route Emblem Design) and
Example on Stack Directional Sign
C
vii. Distance signs
4.4.3.4 Kilometre Marker Sign 500

Q
Kilometre Marker (or kilometre post) signs are provided as a tool both for
driver orientation along major and rural routes, as well as a tool for DMAT
with respect to asset management and exit numbering along freeways, which
are tied to kilometre distances from the northern or western terminus of a
particular route. The signs contain a route shield (E-route or AD-route) along
with a posting of the number of kilometres to and from the zero-origin of the
road.
4.4.3.4.2 Standards
Signs 500E (left)
1. Placement and Spacing. Kilometre markers shall be placed at 2 km
and 500AD
intervals along all E-routes, as well as along AD-routes that:
a. are outside urban areas, or

b. travel along expressway and freeway facilities (urban and rural).
2. Mounting Kilometre Marker Sign 503 shall be mounted in each direction on a metal post a
minimum of 5 m behind the right edge of the shoulder, with the bottom edge of the sign
being a minimum of 1000 mm above the right edge of shoulder. In urban areas, if light
poles are provided along the right side of the pavement, kilometre marker signs may be
attached on the light poles at the minimum height indicated.
3. Appearance. Route shield shall be a reduced-scale version of the route emblems found in
Sign 501 (E-route) or Sign 502 (AD-route) with width not less than 30 mm. Kilometre

reading shall be in black legend on white background with black border, with the digits
stacked vertically under a “km” legend, underneath the route shield.
4.4.3.5 Distance Sign 585

Distance signs provide information to drivers of significant destinations and corresponding travel
distances to them following the same route as well as connecting routes. They may be typically
applied on E-routes but may also be
provided on AD-routes in rural areas as well as on freeways/expressways which have more than
op V1
20 km distance between junctions.
4.4.3.5.2 Standards
C -
1. Colour. Distance sign shall have white legend on the following
y
background:
C
a. Blue background for all E-routes, as well as AD-routes in
C
rural areas and on freeway facilities
b. Green background for AD-routes in urban and suburban
Q
environments
2. Sign Configuration. Sign shall include information below for

each destination:
Sign 585 (example)
a. Arabic will contain, for up to three destinations, the
distance information in the left column, left justified, and corresponding destinations
in the right column, right-justified.
b. English (below the Arabic) will contain the destination names in the left column, left-
justified and distances (in kilometres) in the right column, right-justified.
3. Destinations. Only up to three control destinations (in order of nearest to farthest) as

presented in Section 4.4.3.8 shall be provided. Other requirements include:
a. Major route junctions can be shown if there are fewer than three destinations along
the road. Major route junctions, if listed, shall be shown as follows.
i. The Arabic will contain the distance in the left column, and in the right
column the pertinent route emblem and number, right-justified with the word
“‫ ”تقاطع‬to the left.
ii. The English will show the pertinent route shield left-justified and the word
“Junction” shown to the right of it in English, with the distance to the junction
in the right column, right-justified.
b. The bottom line destination for the Arabic and English shall indicate the name of a
control city that has national significance for travellers using the route. This may
also be interpreted as a significant city defining the end of the route.

c. Symbols such as those used for CITY CENTRE or AIRPORT may be used and
shown in place of destination names or next to destination names.
4. Location of signs. Requirements are as follows:
a. E-route distance signs shall be placed 500 meters past city or major community
boundaries and at maximum intervals of 20 km if there are no intermediate
numbered-route junctions.
b. E-route distance signs shall also be placed 500 m past major junctions (freeway-
freeway or freeway-expressway).
c. AD-route distance signs on freeways or in rural areas shall also be placed a
maximum of 20 km apart or closer depending on the number of numbered-route
op V1
junctions that are crossed. A distance sign shall be provided 500 m downstream
from at-grade junctions with other numbered routes.
5. Size of sign. The sign width will be dictated by the longest word (English or Arabic) plus
longest distance.
C -
y
C
4.4.3.6 Guidance on Use of Cardinal Directions
C
In general, due to the orientation of many E-routes and AD-routes not being directly north-south or
east-west, and some changing direction, it is the practice of DMAT for directional referencing along
routes as being oriented toward destinations. However, for specific exceptions in which navigation
Q
may be best achieved through cardinal directions, DMAT may authorize such signing. This should
be done on a consistent basis for the specific route, including all advance direction signs as well as
on trailblazers and chevron signs leading to the specific route direction. Sample treatments for
cardinal direction signing are presented below.
Cardinal Direction Signage Samples
4.4.3.7 Route Marking Principles

A route marker sign serves as a confirmatory guide sign that provides reassurance to motorists
that they are on their intended route (or conversely to advise them that they have taken a wrong
turn and are not on the route that they planned to be on).

Under the Abu Dhabi guide signing system the ongoing routes at all intersections will be signed
with the route number as part of the primary advance guide signing as will be discussed in later
sections of this Chapter. This is true both for at-grade junctions (signalized intersections and
roundabouts) and for grade-separated interchanges. Thus, every time a motorist travelling on a
route approaches a junction, he will receive confirmation of the route he is on.
On rural routes with greater distances, kilometre-posting and distance signing along with route
markers in order to provide navigational reassurance for the traveller.
4.4.3.7.2 Standards
1. Rural Route Marking. As per Figure 4-24, Detail 27-1 below, route reassurance shall be
op V1
provided using through movement guide sign displays prior to junctions, through destination
distance signage with route number displayed above the destinations, placed 2 km beyond
the junction, and through kilometre posts with route shields at 2 km intervals continuously
along the route, numbered from the westernmost or northernmost terminal of the road. If
C -
there is greater than 25 km distance between junctions with numbered routes, then
y
C
destination distance signage shall be provided at 20 km intervals.
2. Urban Route Marking. As per Figure 4-24, Detail 27-2 below, route reassurance shall be
provided using through movement guide sign displays prior to junctions, as well as route
C
marker signs approximately 500 meters after the junction, and every two kilometres
thereafter, up to a point not less than one kilometre from the next primary guide sign that
Q
contains the emblem of the through route. Destination distance signage is not mandatory,
but may be provided 500 m past major junctions, if there is at least 2 km prior to the next
junction.
Detail 27-1: Rural Route Marking Principles

op V1
Detail 27-2: Urban Route Marking Principles
C -
y
C
C
Q
Figure 4-24: Route Marking Principles
4.4.3.8 Control Destinations

Control destinations refer to the destinations that are served by specific routes or major streets
(with or without route numbers). They may refer to cities, districts, international border crossings, or
major attractions as approved by DMAT. Municipalities may designate additional control
destinations for AD-routes and local streets within their jurisdictions that are now shown in this
Section, but the destinations should be consistent with the intent of control destinations as defined
by the standards below. Please note that “Supplemental Destinations” (those oriented to tourists or
representing government installations or facilities) are addressed specifically in Section 4.4.4.7,
and may include associated graphical symbols as descriptors.
4.4.3.8.2 Standards
1. Purpose. Control destinations define key cities, towns, local districts, international border
crossings, or major bridges as approved by DMAT and the Municipalities.
2. Other Destinations. Supplementary destinations such as tourist and cultural attractions and
landmark hotels may be identified by DMAT and appropriate Municipalities, but shall not be
shown as control destinations. They shall be shown with supplementary signing or,

optionally in panel inserts within larger signs (brown background with white symbol signs
showing black icons or specific logos) where room and legibility permits.
3. Maximum destinations to be shown on a sign. Depending on the sign type, no more than
two destinations shall be shown per guide sign panel or stack (in the case of advance
signing as discussed in Section 4.4.3). The first destination shall refer to the nearest control
destination, while the second refers to the ultimate control destination (e.g., the termination
of the route or the most significant destination prior to the termination of the route).
4. Destinations shall be limited to no more than 15 characters (Spaces count as a half-
character each) per line in order to assure a manageable sign width. (The longest name of
a UAE Emirate, Ras al Khaimah, is 14 characters in English). Compression of text height,
width, or both to accommodate destination names within a sign shall not be permitted
op V1
without coordination and written approval by DMAT.
5. If, due to allowable sign width, a destination requires two lines to be displayed, the second
line may be indented by one character if needed for clarity.
4.4.3.8.3 Guidance
C -
y
C
It is not possible to list all possible destinations within the Emirate owing to its growth the past
several decades. However, the range of destinations for DMAT-operated and maintained roadways
are defined in Table 4-23.
C
Additional destinations within Municipalities shall be acceptable on Municipality-operated roadway
Q
facilities provided they are of a similar nature to those presented in Table 4-24 i.e., commercial
developments are considered secondary rather than control destinations.
Destinations approved for E-routes are based on the E-route definitions as per the RNS Manual.
Table 4-24: Control Destinations

op V1
C -
y
C
C
Q
4.4.4 Guide Signs for Arterials and At-Grade Junctions

The following types of guide sign may be specified for use in advance of, at, or within at-grade
junctions:
 ADVANCE HORIZONTAL STACK sign (overhead mounted), or

 ADVANCE VERTICAL STACK SIGN (ground mounted), or
 ADVANCE MAP sign.
 ADVANCE SUPPLEMENTAL sign.
 CHEVRON DIRECTION sign.
 STREET NAME sign.
All approaches to junctions between two arterial routes should be provided with each of the above
sign types with the exception of the ADVANCE SUPPLEMENTAL sign, which is optional. Details of
the signs, their functions, applications, locations, and the information that may be displayed are
given in the following sections.

Certain site-specific conditions may require a departure from the parameters and guidelines
specified in the following sections. Such variations shall only be implemented with the prior
approval of DMAT and the Municipality or other local operator.

1. Appearance of Major Guide Signs. Consistent with Section 4.1.8.4 signs mounted on
arterial routes that are AD-routes or major arterial routes as defined by the local jurisdiction
shall have a white legend on a green background, with the exception of those panels
specifically directing traffic to an E-route, for which the panels shall have a white legend
on a blue background. Signs on non-urban arterial routes (i.e., those not maintained by a
Municipality) or at rural junctions shall be white-on-blue as well.
op V1
2. Appearance of Minor and Supplementary Guide Signs. Use of signs with a black legend
on a white background shall be limited to STREET NAME signs, COMMUNITY NAME
signs (covered in later sections), SUPPLEMENTARY GUIDE SIGNS providing direction to
government installations, and CHEVRON signs providing similar direction to government
C -
installations, departments, etc. Use of signs with white legend on brown background
y
C
shall be limited to guide sign panels or stacks providing specific direction to tourist or
cultural attractions.
C
3. Text Fonts. Arabic text shall utilize Naskh font and be right justified. English text shall utilize
UK-standard Transport font, shall be placed below the Arabic text and be left justified.
Q
4.4.4.3 Guidance
1. The use of a specific sign background colour code as described in the standards above
serves as an aid to motorists in searching out and recognizing the type of guide sign they
are looking for. Colour coding will also aid in distinguishing the type of route the motorist is
currently on or looking to go into.
2. A special case in the colour coding occurs within a signalized intersection or a roundabout
when an Emirate Route and an Abu Dhabi Route intersect one another. Advance guide
signs on the Emirate Route will have a blue background colour and advance guide signs on
the Abu Dhabi Route will have a green background colour. However, CHEVRON
DIRECTION signs 515 will be located in or near the junction, to guide motorists in making
turns onto their intended route. Since some junctions include both an Emirate Route and an
Abu Dhabi Route, the colour coding for CHEVRON DIRECTION sign 515 shall be that each
of these signs will be the colour of the type of route that it provides direction to. That is,
signs giving direction onto an Emirate Route shall have a blue background, and those
giving direction to an Abu Dhabi Route shall have a green background.
4.4.4.4 Advance Horizontal Stack Sign 511

Advance horizontal stack signs are overhead-mounted guide signs located in advance of a major
at-grade intersection, in which panels for specific road directions are mounted approximately above
the lanes which are to be used for making the appropriate through or turning movements. The
primary functions of these signs are:

 To indicate the routes and control destinations at the end of each route and intermediate
destinations, where applicable, that can be reached by turning left or right, or continuing
ahead.
 To assist drivers in selecting the most appropriate lanes for the manoeuvres they wish to
make at the junction ahead.
Sign 511 is implemented on routes with traffic volumes and/or number of lanes warranting
overhead advance signs as specified in Section 4.1.10, and as follows:
 In advance of signalized at-grade intersections.

 In advance of signalized or unsignalized roundabouts.
op V1
C -
y
C
C
Sign 511 (example)
Q
4.4.4.4.2 Standards
1. Purpose. ADVANCE HORIZONTAL STACK SIGN 511 shall be provided where there are
more than three approach lanes and at least two movement options, where the cross street
is a major arterial and an AD-route, and where traffic levels and line of sight would limit the
use of ground-mounted signage.
2. Location. Sign 511 shall be placed as follows:
a. Overhead on gantries (placed centrally over the roadway).

b. Up to 250 metres in advance of the intersection or roundabout.
c. In a manner that does not infer movements are to occur into a minor side road
intersection located prior to the major intersection that is pertinent to the sign.
d. Not less than 175 meters after the previous junction of numbered routes.
3. Display of information. Only the following message elements shall be eligible for display on
ADVANCE HORIZONTAL STACK signs:
a. Direction arrow
b. Route number emblem
c. Street name or first control destination
d. First control destination (if street name not shown on sign) or ultimate destination
e. City centre symbol
f. Airport symbol
g. Connecting route number emblem, bracketed with parenthetical symbols, indicating
a route that the direction leads to (e.g., an E-route located downstream from the
intersection)

4. Placement of message stacks. Location of message stacks on Sign 511 shall utilize the
minimum requirements below.
a. No more than three message stacks shall be provided on Sign 511. For a crossroad
or roundabout intersection, information relevant for turning left, going straight ahead,
and turning right shall be displayed in three separate stacks, respectively arranged
horizontally from left to right.
b. At a T-junction where the road is ending, two separate stacks shall be provided,
where the left-turn stack should always be leftmost and the right-turn stack the
rightmost.
c. At a “sideways T-junction” where the major route continues through, two stacks are
op V1
to be provided. If the options are left or through movements, the left-turn stack is to
the left of the straight-ahead stack; if the options are through or right movements,
the right-turn stack is to the right of the straight-ahead stack.
5. Direction Arrow. Hooked Type 4 or 5 arrows facing in the appropriate direction should be
C -
displayed in the left and right turn stacks. An upward pointing Type 3 arrow should be
y
C
placed in the ongoing movement stack. The horizontal placement of the arrow shall be left-
justified for left and through movements within their respective stacks, and right-justified for
C
the right turn movements within its stack. Vertical placement shall be aligned either (a) at
the centre axis of the sign stack or (b) at the top of the sign, depending on message layout
and the ability to reduce the size of the sign.
Q
6. Route Number Emblem. One route number emblem shall be displayed for each direction of
travel for which a route number has been allocated, except for routes where two route
numbers are assigned. In such cases, both route numbers shall be stacked one above the
other, next to their respective destinations (in this situation, each destination shall be
treated separately relative to Arabic and English, i.e., the first destination will appear in
Arabic, then English, then the second destination will appear in Arabic, then English). The
width of the AD-route cut-out shield shall not be greater than that of the E-route shield
above. An example is shown below.
Stack Showing Two Route Numbers with Destinations
7. Destinations and Street Names. For each direction of travel, the stacks shall consist of no
more than two lines of information each in Arabic and English. They can be configured as
follows:
a. Option A: 1st Line has Street Name, 2nd Line has Control Destination
b. Option B: 1st Line has Closest Control Destination, 2nd Line has Next Control
Destination
c. Option C: 1 line, Street Name only.

d. Option D: 1 line, Closest Control Destination only
Layout of information shall consist of two lines of Arabic justified right, followed by two lines
of English, justified left. The English language information shall be placed in the lower
portion of the sign. Exception shall be for the situation described in Paragraph 6 where the
direction of travel has two route numbers assigned to the route.
Each route number shield will have a destination in Arabic and English aligned with it. If an
E-route is one of the shared route numbers, the particular stack display shall have a blue
background even if the other stacks on the same overhead sign show a green background.
8. For Arterials with No Route Number. If a movement does not have a route number and
op V1
control destination, the local street name shall be substituted for the control destination.
9. Connecting Routes. Routes to which the current route connects in order to reach a specific
destination may be shown if beneficial to route guidance, by enclosing the connecting route
emblem and number within parentheses. (Example: a road leading to route E66 may show
C -
“(E66)” on the guide sign.)
y
4.4.4.4.3 Guidance
C
C
1. Layout of ADVANCE HORIZONTAL STACK Sign 511 shall take into consideration the
following constraints:
Q
a. Number of lanes on the approach. Recommended maximum width of the sign is to

approximately 3.6 m times the number of lanes on the approach.
b. Align Arabic text on the right at the same level as the horizontal axis of the route
number shield.
c. Align English text with left edge of route shield.
2. Use of AIRPORT or CITY CENTRE symbols shall only be used with routes that have either
location as a control destination. The symbol plates shall be located to the right of the route
shield in the middle of the top portion of the stack, or, for left and through movement signs,
right-justified within the stack above all Arabic and English text. The airport symbol shall be
turned in the direction of the required movement leading to the airport. However, the nose
of the symbol shall not point below horizontal at any time.
3. Use Connecting Route information (route emblem and number within parentheses) when
the direction of travel shown leads directly to that route.
Sign 511 Example using City Centre and Airport Symbols along with Connecting Route Guidance (Parenthetical
Symbols)

4.4.4.5 Advance Vertical Stack Sign 512
ADVANCE VERTICAL STACK SIGN 512 is a
ground-mounted guide sign located in advance of
an at-grade intersection, which show on up to three
panels stacked vertically, the available route
numbers, street names and/or control destinations
and corresponding through or turning movements.
op V1
The primary functions of this sign are:
 To indicate the routes and control destinations at the end of Sign 512 each
route that can be reached by turning left or right, or continuing
ahead.

C -
To assist drivers in selecting the most appropriate lanes for the manoeuvres they wish to
y
C
make at the junction ahead.
Sign 512 is implemented on approaches with traffic volumes and/or a number of lanes that do not
C
warrant overhead advance signs as specified in Section 4.1.10 and as follows:

Q
In advance of signalized or unsignalized at-grade intersections.

 In advance of signalized or unsignalized roundabouts.
4.4.4.5.2 Standards
1. Purpose. ADVANCE VERTICAL STACK SIGN 512 shall be provided where there are at
least two movement options, where the cross street is a major arterial and an AD-route and
where traffic levels and line of sight issues do not warrant the use of overhead horizontal
stack signing for advance intersection guidance.
a. Ground mounted on the right side of the roadway.
b. Up to 250 meters in advance of the intersection or roundabout.
c. With due regard to the position of any minor side-road intersection.
d. Not less than 175 meters after the previous junction of numbered routes.
ADVANCE VERTICAL STACK signs:
a. Direction arrow
c. Street name or first control destination
d. First control destination (if street name not shown on sign) or ultimate destination
e. City centre symbol
f. Airport symbol
4. Placement of message stacks. Location of message stacks on Sign 512 shall utilize the
minimum requirements below.

a. No more than three message stacks shall be provided on Sign 512. For a crossroad
or roundabout intersection, information relevant for going straight ahead, turning left,
and turning right shall be displayed in three separate stacks, arranged vertically
from top to bottom.
b. At a T-junction where the road is ending, two separate stacks shall be provided,
where the left-turn stack is on top and the right-turn stack on the bottom.
c. At a “sideways T-junction” where the major route continues through, two stacks are
to be provided. The through movement is at the top, while the left or right turning
movement is at the bottom.
5. Direction Arrow. An upward pointing Type 3 arrow shall be placed in the through movement
op V1
stack and left-justified. Hooked type 4 or 5 arrows facing in the appropriate direction should
be displayed in the left and right turn stacks, with the right arrow justified on the far right
and the left arrow justified on the far left. Arrows shall be centred on the horizontal axis of
each stack.
C -
y
travel for which a route number has been allocated. The route number emblem shall be
C
vertically aligned just below the top of each stack, and horizontally aligned to the right of the
arrows for the through and left-turn stacks, and left-justified for right-turn stacks. In cases
C
where two numbers are assigned to one route, both route numbers shall be stacked one
above the other, next to their respective destinations (in this situation, each destination
shall be treated separately relative to Arabic and English, i.e., the first destination will
Q
appear in Arabic, then English, then the second destination will appear in Arabic, then
English). The dimensions of the AD-route shield shall not be greater than that of the E-route
shield above it. The layout concept is similar to the horizontal stack example in Section
4.4.3.3.2, Paragraph 6.
7. Destinations and Street Names. For each direction of travel, the stacks shall consist of no
more than one line of information each in Arabic and English, except for two-level stacks in
which two lines of information can be provided for each stack. They can be configured as
follows:
a. Option A: 1st Line has Street Name,
b. Option B: 1st Line has Closest Control Destination,
c. Option C: 2 lines (for two-level stack signs only), the first being street name and
second being closest control destination.
d. Option D: 2 lines (for two-level stack signs only), the first being the closest control
destination, and second being the ultimate control destination
Layout of information shall consist of two lines of Arabic justified right, followed by two lines
of English, justified left. The English language information shall be placed in the lower
portion of each stack. Exception shall be for the situation described in Paragraph 6 where
the direction of travel has two route numbers assigned to the route. Each route number
shield will have a destination in Arabic and English aligned with it. If an E-route is one of the
shared route numbers, the particular stack shall have a blue background even if the other
stacks on the same sign show a green background.
8. Connecting Routes. Routes to which the current route connects in order to reach a specific
destination may be shown if beneficial to route guidance, by enclosing the connecting route
emblem and number within parentheses. (Example: a road leading to route E66 may show
“(E66)” on the guide sign.)

4.4.4.5.3 Guidance
1. Layout of ADVANCE VERTICAL STACK Sign 512 should follow the guidance found in
Figure 4-25 relative to spacing and positioning of legend, route number emblems and
arrows. Please note that AD-route markers are dimensioned as 3.0x high by 4.0x wide,
while E-route markers are dimensioned as 4.0x high x 3.0x wide. Assumption with this
example is one line for each destination (Arabic and English).
2. Use of AIRPORT or CITY CENTRE symbols shall only be used with routes that have either
location as a control destination. For left and through movement stacks, the symbol shall be
right-justified within the stack. For right-turns, the symbol shall be just to the left of the Type
5 Arrow. The airport symbol shall be turned in the direction of the required movement
leading to the airport. However, the nose of the symbol shall not point below horizontal at
op V1
any time.
3. Text Justification. Arabic text is right justified on right turn Type 5 arrow. If the sign does not
require a right turn stack, as at a T-junction from the left, the Arabic text should be justified
on the right edge of the sign. The English text is left justified on the route number emblems.
C -
y
4. City centre symbol. The symbol may be used with a route that has the Abu Dhabi city
C
centre or Al Ain Town Centre as a control destination, but only within Abu Dhabi Island (for
Abu Dhabi city centre) and Al Ain’s urbanized area (for Al Ain Town Centre). Other cities
C
which reach over 100,000 population and have a defined central business district may
request use of the city centre symbol on roads within the cities from the DMAT or
Municipality that controls those roads.
Q
Figure 4-25: Typical Guide Sign Internal Spacing Elements (not to scale)

4.4.4.6 Advance Map Sign 513

ADVANCE MAP SIGN 513 is a guide sign that may be ground or overhead-mounted, located in
advance of an at-grade intersection, which shows, using a diagrammatic display, the route
numbers, street names and/or control destinations associated with the directional indications on
the map. The map does not show specific lane assignments for turning movements.
This sign is typically applied for complex junctions containing nonstandard or irregular road
geometrics such as an enlarged roundabout, dog-legged intersection, and/or more than four exit
roadways. Due to the size required for this type of sign, it should only be used in exceptional
op V1
circumstances. It should not be used at T-intersections for example, but it may be used in lieu of
stack signage at more junctions with 3 or more directional options.
4.4.4.6.2 Standards
C -
1. Purpose. ADVANCE MAP SIGN 513 shall be provided at complex junctions (including
y
C
large-diameter and non-circular roundabouts or dog-leg intersections) where there are
three or more movement options. Sign 513.1 refers to a ground-mounted map sign. Sign
C
513.2 refers to an overhead mounted sign, which shall be utilized if there are three lanes
approaching the intersection/roundabout, and if the nature of traffic or geometrics limits the
visibility of ground-mount signs.
Q
a. Ground mounted (513.1) or overhead mounted (513.2) on the right side of the
roadway.
b. Up to 250 meters in advance of the roundabout (or other junction).
c. With due regard to the position of any minor side road intersection.
d. Not less than 175 metres after the previous junction of numbered routes.
ADVANCE MAP signs:
a. Map direction arrow graphics

c. Street name or control destination (one item only)
d. City centre symbol
e. Airport symbol

Sign 513
4. Map direction arrow. Key requirements are below:
a. The map direction arrow graphic Type 9 shall represent the shape of the complex
junction as closely as is practical with one pointed arrow leg for each exit path from
the junction, EXCLUDING the reverse path to the direction of entry to the junction
(e.g., if the junction is a roundabout, it should show a “broken circle”).
b. The graphic shall reflect the general shape or layout of the intersection. In such a
case the sign design should be customized to the specific map direction arrow
shape following the general principles shown in the above examples.
c. The map direction arrow graphic shall be centred between the left and right
op V1
destinations, with the bottom of the graphic aligned with the bottom of the sign.
5. Route number emblem and destination/street name placement. Requirements shown

below:
C -
y
a. One route number emblem shall be displayed for each direction of travel for which a
C
route number has been allocated.
b. If there are two route numbers assigned to a particular direction, they should be
C
shown one directly over the other, with E-route first, with one destination for each
route.
Q
c. On each leg, destination/street name shall be centred on the through arrow, with
route shield to the left and centred vertically next to the Arabic and English text for
destination/street name.
d. For left- and right-turn movements, text shall be centred on the left and right turn
arrow legs, with route markers to the left
6. City centre symbol. The symbol shall only be used with a route that has Abu Dhabi City
Centre or Abu Dhabi Town Centre as a control destination. It shall be placed to the right of
the destination name and centred vertically on the Arabic and English legends.
1. Information relevant to changing direction or going straight ahead should be displayed in
line with the pointed arrow legs of the map (Type 9) arrow representing an exit path from
the junction.
2. If there should be more than one ongoing exit path from the junction the relevant blocks
comprising the route number emblem and English and Arabic text should be moved off-
centre on the arrow legs until sufficient space exists between the two blocks that their
proximity will not be confusing.
3. The English text should be left justified on the route number emblem and the Arabic text
right justified on the right hand end of the English text, UNLESS the Arabic text is longer
than the English text in which case both Arabic and English text should be left justified on
the route number emblem.
4. The airport symbol should not be used ordinarily on this sign unless the junction involves an
access road that leads directly to the airport or if there is known to be significant traffic (e.g.,
30% of all traffic at the intersection) headed toward the airport. Separate trailblazer signing
should be used for all other intersections requiring direction to the airport.

5. To reduce the complexity and quantity of information on the sign, regulatory or warning
signs should not be placed on map direction signs next to individual directional arrows
except for the following as appropriate:
a. No Goods Vehicle (Sign 351)

b. Red rectangle atop head of arrow indicating dead end or road closure.
4.4.4.7 Advance Supplemental Sign 514

ADVANCE SUPPLEMENTAL SIGN 514 is a guide sign that:
op V1
 Indicates supplemental destinations either in addition to standard advance direction signs,
or on their own at junctions that do not warrant standard advance direction signs.
 Is intended for drivers who are unfamiliar with Abu Dhabi in finding their way from a
numbered route to the non-control supplemental destination.
C -
y
 Eligible supplemental destinations are described in this section, and are indicated on the
C
sign both with text and/or with symbols indicating the nature of the supplemental
destination.
C
 The table below lists types of destinations approved for supplemental signing. These
destinations should be signed beginning at the point of departure from the nearest Emirate
Q
Route and continuing through all necessary turns on the most direct route from that
departure point to the appropriate access point of the destination.
Table 4-25: Locations Eligible for Supplement Destination Signing

Locations Eligible for Supplemental Destination Signing
Destination No. of
Limiting Threshold Required Documentation
Type Signs
Government
Offices and - 2 Formal request from concerned agency
Agencies
Formal request via the Abu Dhabi Education
Schools 800 students 2 Council, This should indicate the number of
students.
Formal request via the Ministry of Higher
Universities 1000 students 2
Education
Must contain
Accident and
Hospitals and
Emergency unit and 2 Abu Dhabi Health Authority licence
clinics
a minimum of 50
beds
Large Minimum Gross
Trade licence – Economic Development
Commercial Leasable Area 2
Authority
Centres (GLA) of 20,000sqm
Small/Medium Minimum Gross
Trade licence – Economic Development
Commercial Leasable Area 1-2
Authority
Centres (GLA) of 5,000sqm
Minimum 4 Star Classification certificate from Abu Dhabi
Hotels 1-2
Classification Tourism Authority

Housing Building permit issued by the Abu Dhabi

More than 100 villas 1-2
complexes Municipality (Planning Department)
Tourist and Formal request from the Abu Dhabi Tourism
- 2
Heritage Sites Authority
Gardens, parks
and similar Minimum plot area of
2 Authorised for Municipal Parks only
recreational 10,000sqm
areas
Minimum Gross
Factories and Trade license – Economic Development
Floor Area (GFA) of 2
Workshops Authority
50,000sqm
Minimum plot area of Formal request via the Abu Dhabi Sports
Sports Clubs 2
op V1
20,000sqm Council or the Ministry of Sports
Foreign Formal request from the embassy via the
- 1-2
Embassies Ministry of Foreign Affairs
Capacity of over 800 Formal request via Authority of Islamic Affairs
Mosques 1-2
worshipers and Endowments
C -
y
C
Signboards will not be allowed for small and micro destinations like, small sports club such as gyms,
dental and cosmetic clinics, hotels of less than four stars, nurseries, kindergartens, small mosques and
TV stations.
C
Supplemental signs placed on a numbered route should have both the symbol and the identifying
name of the destination being signed. Subsequent supplemental signing from the numbered route to
Q
the destination should be provided by supplemental trail blazer signs displaying only the pictorial
symbol without the identifying place name.
However, some site-specific locations may require more than one similar destination. In this case, the
name will be retained until trailblazing can be used without creating confusion as to which destination is
which. Such cases must be submitted to the concerned Municipality for approval prior to
implementation.
 Sign 514.1 refers to a stand-alone, ground-mounted supplemental guide sign. Sign 514.2
refers to an insert onto a standard advance stack or map directional sign in a contrasting
colour as indicated in the standards below, depending on the type of supplemental
destination.
4.4.4.7.2 Standards
1. Purpose. Sign 514 shall be utilized to guide travellers to supplemental destinations as
described in this Section, and shall consist of either a stand-alone ground-mounted guide
sign (Sign 514.1) or an inserted text and symbol with contrasting background (Sign 514.2)
on Signs 511, 512 or 513, depending on road geometrics or available sign space.
2. Appearance. Supplemental sign displays shall be one of the following:
a. Brown with white legend and white border for supplemental destinations of tourist,
cultural or retail interest including major points of interest (such as terminal numbers
for airports, etc.) with black icons or colour logos in a borderless white shield
representing the destination symbols.
b. White with black legend and black border for supplemental destinations
representing government offices, police, military installations, public facilities,
libraries, universities or other institutions. Symbols may consist of approved

government logos or symbols and shall be as approved by DMAT or the

Municipality operating and maintaining the road or street in question.
3. Use of Ground-Mount Sign. Sign 514.1 shall be used in advance of signalized or

unsignalized at-grade intersections or roundabouts where there is no or limited room to
provide supplementary destination information on the standard advance guide signs 511,
512 or 513.
4. Use of Insert. Sign 514.2 may be used as an insert on signs 511, 512 and 513 under the
following circumstances:
a. If one of the directional options at a junction only provides access to the

supplemental destination and no other control destinations
op V1
b. If there is sufficient room within the design of the guide sign (i.e., no more than one
line each of Arabic and English text for a particular direction and sufficient space
underneath that legend) to provide the insert, limited to one line of Arabic, one line
of English, and one symbol to the right (for left or through movements) or to the left
C -
(for right turn movements).
y
C
5. Location of Ground-Mounted Installation. Sign 514.1 shall be installed on the right side of
the roadway UNLESS the sign is for a left turn or U-turn movement and the median island
C
is wide enough to safely accommodate the sign, in which case the sign may be located on
the left side of the roadway in a one-way roadway or dual carriageway. Installation distance
Q
relative to the junction shall be as follows:
a. Up to 160 metres in advance of the intersection or roundabout between sign 511 (or
512 or 513) and the junction, or up to 160 metres in advance of the U-turn.
b. With due regard to the provision of any minor side road intersection.
6. Content of Display. The following items only shall be eligible for display on Advance
Supplemental signs:
a. Direction arrow.
b. Approved supplemental sign symbol as presented below.
c. Approved supplemental destination (“primary” or identifying name only).
7. Display Layout. Information will commonly be displayed in single left or right turn stack
signs. Since the function of the sign does not include orientation, only the directions to
approved supplemental destinations are signed. If more than one stack is required the
stack order should be the same as for an ADVANCE VERTICAL STACK sign 512.
Sign 514.1

op V1
Sign 514.2 Inserted into Sign 511 or 512 panel
8. Direction Arrow. The following requirements are included:

C -
y
C
a. For Sign 514.1, hooked type 4, 5, or 6 arrows facing in the appropriate direction
shall be displayed in the appropriate stack.
b. A Type 3 through arrow may be used for Sign 514.1 as needed to provide drivers
C
with directional reassurance and to avoid confusion and unnecessary turns.
c. Arrows shall be vertically centred in each Sign 514.1 stack, left justified in the stack
Q
for left, U-turns and through movements, and right justified for right turns.
d. Sign 514.2 shall not utilize direction arrows as it directly supplements a directional
display, unless it is displayed as a separate stack within a stack sign, in which case
it shall adhere to the arrow requirements for the stack sign (either Sign 511 or Sign
512).
e. Sign 514.2 shall also not have a border unless it is displayed as a separate stack
within an advance stack sign, in which case it shall adhere to the arrow and display
requirements a, b and c above as associated with Sign 514.1.
9. Approved Supplemental Sign Symbol. The approved symbols (see Figure 4-26) shall be
used with the primary or identifying name for the facility with the exception of items a
through d below. If more than one facility of the same type exists in one direction up to two
names may be used with one symbol (see Approved Supplemental Destinations in Figure
4-26 below). Up to four specific symbols without identifying names shall be permitted to be
shown on the same sign stack (514.1) or panel (514.2) as identified below, but shall have
limited use as shown:
a. Petrol station – shall be used on non-urban routes for stations within 500 m of route
b. Toilets – shall be used on non-urban routes for facilities within 500 m of route
c. Restaurant – shall be used on non-urban routes for restaurants within 500 m of
route
d. Hotel – shall only be used for hotels located outside urban areas within 500 m of
route
Note that the above symbols may also be used on motorist services signs (Section 4.4.6.2)
but only for facilities that are directly accessed from the freeway/expressway (e.g., frontage
road, service road, or direct ramp).

10. Custom Symbols. Custom symbols or logos shall fit into the white shield format used for
approved supplemental destination symbols. They shall be approved by DMAT or the
Municipality with jurisdiction over the road or street in question. Custom symbols may be
used to represent the following types of destinations:
a. Government installations (refer to Paragraph 2b above)

b. Historic or cultural districts
c. Hotels with dedicated access and substantial public or convention facilities (capacity
of 1000 persons or more) (alternative to hotel symbol)
d. Convention and exhibition centres
e. Shopping malls of 80,000 square meters or greater
op V1
f. Motor speedways or raceways
g. Football stadiums or sports arenas (alternative to stadium symbol)
h. Special art, cultural or historical museums
i. Performing arts centres and theatres
C -
j. Recreational facilities (swimming pools, ice rinks, youth sports facilities)
y
C
C
Q

op V1
C -
y
C
C
Q
Figure 4-26: Approved Supplemental Destination Symbols

11. Placement of Symbols. Up to two different symbols, for two different types of supplemental
destination, may be displayed with their appropriate primary names in one stack.
a. Vertical placement:
i. One symbol: centred in the stack.

ii. Two symbols: aligned one above the other, centred in the stack so that the
spaces between borders and symbols, and between symbols, are equal.
iii. One or more symbols without name identifiers: Shall be placed vertically
centred within the stack, with spacing between left border and or Type
3/Type 4 arrows and symbols, between the symbols, and between the right
border and/or Type 5 arrow being uniform.
op V1
b. Horizontal placement:
i. Left turn and U-turn: left justified on Type 4 and Type 6 arrows.
C -
ii. Right turn: left justified on edge of sign, UNLESS both left and right turn
y
stacks are required, in which case both left and right stack symbols should
C
be left justified on the Type 4 arrow in the left turn stack.
C
12. Destination Names. Requirements are as follows:
a. The full destination name shall be used for all supplemental destinations, along with
Q
an approved supplementary symbol, where it is applicable.

b. When two facilities of the same type occur in one direction, two names may be used
with one symbol.
c. If two different types of facility occur in one direction, two symbols may be provided
within one stack so that one is above the other (see Approved Supplemental Sign
Symbol, above).
d. Vertical placement shall be as follows:
i. One destination: centred in the stack with the Arabic text above the English
text.
ii. Two destinations of the same type: centred in the stack with the two Arabic
names above the two English names.
iii. Two destinations of different types: each destination centred on the
appropriate supplemental symbol with the Arabic text above the English text
for each destination.
e. Horizontal placement:
i. Left turn and U-turn: Arabic text right justified on the right edge of the sign.
English text left justified on the Supplemental Symbol.
ii. Right turn: Arabic text right justified on the Type 5 arrow. English text left
justified on the supplemental symbol.

4.4.4.8 Chevron Direction Sign 515

Chevron signs provide directional indications at the point of turning, including provision of route
numbers, street names and control destination, supplemental and local destinations. The colour of
the sign background depends on the route and the function of the sign, including use of green for
AD-routes, blue for E-routes, brown for secondary tourist and services installations, and white (with
black legend) for government installations and services.
4.4.4.8.2 Standards
op V1
1. Purpose: Chevron Sign 515 shall be installed at the location in which a driver makes a turn,
pointing the direction of the route number, street name, and either control, supplemental or
local destination.
2. Appearance. Supplemental sign displays shall be one of the following:

C -
y
C
a. E-route Chevron Sign 515.1. For Chevron signs leading directly to an E-route, the
sign shall have a white legend and border on a blue background as shown below.
C
i. Up to two routes may be displayed on the sign, one above the other, or side-
by-side (justified left), along with destinations, airport or city centre symbols
Q
if the route leads to these locations.

ii. If one route emblem is used, up to two destinations shall are possible.
iii. If the route connects to another E-route in order to reach the destination
shown on the sign, the connecting route emblem and number would be
displayed in parentheses and placed below or to the right of the main route
emblem.
iv. If a Mashreq route is assigned to an E-route, the M-route emblem and
number is to be displayed below the E-route, but only if the sign is being
displayed to traffic already on an M-
route.
Sign 515.1 (Chevrons for E-routes)
b. AD-route Chevron Sign 515.2. For Chevron signs leading to an AD-route. The sign
shall have a white legend and border on a green background as shown below (blue
background to be used on rural routes).
i. Up to two routes may be displayed on the sign, one above the other or side-
by-side, justified left..
ii. If the route connects to an AD-route or E-route in order to reach the
destination shown on the sign, the connecting route emblem and number

would be displayed in parentheses and placed to the right of, or below the
main route emblem.
iii. If a Mashreq route is assigned to an AD-route, the M-route emblem and
number is to be displayed below the AD-route, but only if the sign is being
displayed to traffic already on an M-route.
iv. Two lines, including either a) one street name and one destination, or b) two
destinations, may be displayed, along with airport or city centre symbols if
the route leads to these locations.
op V1
C -
y
C
C
Sign 515.2 (one-line rural chevron and two-line urban versions)
Q
c. Supplemental Chevron Sign 515.3 (tourist/services). For Chevron signs leading to a

supplemental destination, the sign shall have a white legend and white border with
brown background for supplemental destinations of tourist, cultural or retail interest,
with black icons or colour logos in a borderless white shield representing the
destination symbols.
Sign 515.3
d. Supplemental Chevron Sign 515.4 (government installations / offices). White with

black legend and black border for supplemental destinations representing
government offices, police, military installations, public facilities, libraries,
universities or other institutions. Symbols may consist of approved government
logos or symbols and shall be as approved by DMAT or the Municipality operating
and maintaining the road or street in question.
Sign 515.4

e. Parking Guidance Chevron Sign 515.5. White with black legend and black border
for parking guidance, accompanied by a white on blue parking logo/legend.
Sign 515.5
op V1
3. Location. Sign 515 shall be ground-mounted and used where needed at the following
locations:
a. All exit paths from signalized or unsignalized roundabouts,

b. Supplemental destinations or local exit paths at minor junctions.
c.
C -
On the right side of the roadway for all right turn movements
y
d.
C
On the far left side of a signalized intersection for left turn movements, or
e. On the right side of the roadway for left turn movements without a turning lane
and/or for minor intersecting roads, or
C
f. Within the gore area of right turning slip roads.
Q
4. Display of Information. Only the following message elements shall be eligible for display on
CHEVRON DIRECTION signs:
a. Direction arrow.
b. Route number emblem.
c. Control destination/intermediate destination.
d. Supplemental symbol and destination.
e. City centre symbol.
f. Airport symbol.
g. Local destination.
The items and their placement are described below.
1. Direction Arrow. Chevron Type 1 or 2 arrows facing in the appropriate direction shall be
displayed in left and right turn signs. Direction arrows shall be centred vertically on the sign,
with right turn arrows right-justified and left turn arrows left-justified. Information relevant for
changing direction to the right or left shall be displayed on individual right-pointing or left-
pointing CHEVRON DIRECTION signs, respectively.
travel for which a route number has been allocated. The route number emblem shall be
vertically-centred on the sign, horizontally aligned to the right of the Type 1 arrow for the
left-turn sign, and right-justified for the right-turn sign.
3. Control Destination. For each CHEVRON DIRECTION SIGN containing a route number
emblem, up to two lines may be provided, where the first line shall contain either one
control destination or the street name and the second line shall contain the ultimate
destination where applicable. Text shall be centred on the sign with Arabic text for both
lines above the English text for both lines. Justification is described below:

a. For right turn chevron signs, Arabic text is right justified on right turn Type 2 arrow
The English text is left justified on the route number emblem.
b. For left turn chevron signs, Arabic text is right justified on the sign, while the English
text is justified on the route number emblem.
4. Supplemental symbol and destination. Requirements shall be the same as for route number
emblem and control destination (see above), except this shall be applicable only to Sign
515.3 and 515.4.
5. City centre symbol. Symbol shall only be used with a route that with Abu Dhabi City Centre
or Al Ain Town Centre as a destination. It shall be placed to the right of the street or
destination name and shall be centred vertically next to the Arabic and English legends.
op V1
6. Airport symbol. The symbol may be added to the primary sign or used in a separate
CHEVRON DIRECTION sign to indicate a turn to the Airport.
a. When used as a second CHEVRON mounted on the same post, both CHEVRON
DIRECTION signs shall be the same size and of the same colour.
C -
b. When used on the primary Chevron sign, the airport symbol shall be placed to the
y
C
left of the route number and centred vertically.
c. When used on a separate Chevron sign, the airport symbol shall be centred in the
C
sign without a separate control destination, except for terminal numbers or specific
areas within the airport (e.g., Cargo Terminal) that are accessed via the route
direction. In these cases, those destinations shall be shown to the right of the airport
Q
symbol similar to the requirements for control destinations on other Chevron signs.
d. The icon within the airport symbol shield shall be pointed to the right for right turns
and to the left for left turns.
7. Local destination. One local destination, street name or parking symbol may be displayed if
a turning movement does not have a route number or control destination.
a. Signing of local destinations such as these shall be coordinated with and approved
by the local Municipality responsible for operation and maintenance of the street, or
by DMAT if DMAT is responsible.
b. Destination placement shall be vertically centred on the sign with the Arabic text
above the English text.
c. On left turn signs, Arabic text shall be right justified on the right edge of the sign,
while the English text is justified on the left turn Type 1 arrow.
d. On right turn signs, Arabic text shall be right justified on the right turn Type 2 arrow,
while the English text is left-justified on the left edge of the sign.
4.4.4.8.3 Guidance
1. Use of sign 515 to indicate a point of turn to a parking area should be limited only to those
situations where the existence of a parking area is not visually obvious, in advance, from
the roadway.
2. No more than two chevron signs should be provided in one location and they should be
mounted on the same post. Typical “mixed” signs may include the following:
a. Route number/destination chevron with a supplemental destination chevron (515.3

or 515.4) underneath
b. Route number/destination chevron with a parking chevron (515.5) underneath

c. Route number/destination chevron with an airport chevron sign underneath
3. Except where there is limited sign installation space and where there are two or fewer lanes
either in the approach or within the roundabout, chevrons pointing in opposite directions
should not be utilized on the same posts at the same location. In cases where this is found
to be necessary, the right turn chevron should be above the left turn chevron, and both
should be of the same symbol and font size. The exception is if the second chevron is for a
supplemental destination or local destination (515.3 or 515.4) or parking (515.5), in which
case it should be mounted below the route number/destination chevron regardless of
direction.
4. If more than two chevrons are required at a single location, it is recommended that a third
op V1
chevron (typically a parking or supplementary destination or E-route guidance chevron) be
placed approximately 50 m prior to the main chevron location, but at least 50 m
downstream of the prior advance sign (signs 511-512-513). In this case, the advance sign
shall be no less than 100 m from the junction/decision point.
C -
y
4.4.5 Guide Signage for Freeways, Expressways, and Grade-
C
Separated Junctions
C
The following types of guide sign may be specified for use on the free-flowing roadway of a grade-
Q
separated junction whether this is on an Emirate Route or an Abu Dhabi Route:
 ADVANCE EXIT DIRECTION sign.

 EXIT DIRECTION sign.
 ONGOING DIRECTION sign.
 GORE EXIT sign.
 SUPPLEMENTAL EXIT sign.
A grade-separated junction may occur between two routes which have one of the following
characteristics:
 Both routes have full access control and all elements of the junction are free flowing and
grade separated. Such a junction between two such freeways does not give access to the
at-grade street network and is termed a “systems” interchange.
 One route is a freeway with full access control and the other is essentially an at-grade road
(although it may have occasional grade-separated junctions) with only limited access
control. Such a junction is termed an “access” interchange allowing connection between the
at-grade street network and a freeway, and vice versa.
 Both routes are essentially at-grade routes with limited access control but have selected
grade-separated junctions to improve junction capacity.
All approaches to grade-separated junctions should be provided with each of the above sign types
with the exception of the SUPPLEMENTAL EXIT sign, which is optional. Details of the signs, their
functions, applications, locations, and the information that may be displayed are given in the
following sections.

Certain site-specific conditions may require a departure from the parameters and guidelines
specified in the following sections. Such variations shall only be implemented with the prior
approval of DMAT and the Municipality or other local operator.

1. Appearance of Major Guide Signs Including Exit Gore Signs. Consistent with Section
4.1.8.4 signs mounted on arterial routes that are AD-routes or major arterial routes as
defined by the local jurisdiction shall have a white legend on a green background, with
the exception of those panels specifically directing traffic to an E-route, for which the panels
shall have a white legend on a blue background. Signs mounted on E-routes shall also
be white-on-blue. Requirements for freeway and expressway signage are found in Section
op V1
4.4.6 which further address requirements both on E-routes and on AD-routes utilizing
freeway or expressway facilities.
2. Appearance of Supplementary Guide Signs. Use of signs with white legend on brown
background shall be limited to guide sign panels providing specific direction to tourist or
C -
cultural attractions. Use of signs with black legend on white background shall be strictly
y
C
limited to those government destinations of substantial importance that they are to be
signed at the grade-separated junction. Such black-on-white supplementary destination
C
signing shall not be deployed without the express approval of DMAT or the owning
Municipality.
3. Text Fonts. Arabic text shall utilize Naskh font and be right justified. English text shall be
Q
placed below the Arabic text and be left justified. English text shall utilize Clearview Type 5
font on overhead signs and Type 4 or 5 font on ground-mounted signs, depending on
visibility, approach speed and amount of text required. Type 4 font is thinner stroke and
typically used for smaller and narrower fonts.
4.4.5.3 Guidance
1. The use of a specific sign background colour code as described in the standards above
serves as an aid to motorists in searching out and recognizing the type of guide sign they
are looking for. Colour coding will also aid in distinguishing the type of route the motorist is
currently on or looking to go into.
2. Guide signing on an exit ramp shall assume the route classification of the route to which the
ramp is leading. Thus, signs positioned well downstream on a ramp, that are intended to be
read only by motorists on the ramp shall have the background colour of the route the ramp
leads to. If in an unusual situation a ramp leads to a split with one direction of the split being
an Emirate Route and the other direction of the split being an Abu Dhabi Route, the guide
sign background colour for that ramp shall be blue.
3. The at-grade portion of any of the latter two junction types, including any off-and-on ramps
from-and-to the freeway, should be signed using conventional at-grade direction signs.
However, site-specific roadway geometry may, at times, require the at-grade roadway to be
signed using overhead sign displays to indicate lane assignment. Such variations can only
be implemented with the prior approval of the DMAT, or owning Municipality if the route is
not maintained by DMAT.
4. Layout examples are provided at the end of Section 4.4.5, providing an overview of all the
sign types shown below, and how they are used together.

4.4.5.4 Advance Exit Direction Sign 551

Sign 551 provides advance information on an upcoming exit, indicating route number and
destinations serviced by that exit ramp. The sign is mounted as an overhead sign and requires the
driver to use a specific lane (or lanes). Type 7 arrows point downward to the lanes to be used for
the exit.
4.4.5.4.2 Standards
1. Purpose. ADVANCE EXIT DIRECTION Sign 551 is provided in advance of grade-
op V1
separated junctions, for those routes which have specific directional exit ramps to the
crossing route.
2. Application and Location. Sign 551 shall be mounted using the following options:
a. Overhead on gantries or cantilever supports in advance of single-lane and multiple-

C -
lane exit ramps, each with or without lane drops at an interchange or grade-
y
C
separated intersection.
b. On carriageways of freeways/expressways in advance of exit ramps connecting with
C
other freeways/expressways (system interchanges), with arterial roads, or streets
(access interchanges) to provide the following sequence of signs:
Q
i. At 1800-2300 meters prior to exit (optional): Install extra forward ADVANCE

EXIT DIRECTION sign 551 for interchanges with other
freeways/expressways, recommended at 2,000 meters in advance of the
theoretical gore (recommended for interchanges involving two limited-access
routes).
ii. At 900-1200 meters prior to exit (required): Install Forward ADVANCE EXIT
DIRECTION sign 551 for all freeway/expressway exits, at 1000 meters in
advance of the theoretical gore (mandatory for all grade-separated
interchanges on the limited-access approach to the interchange).
iii. At 400-600 meters prior to exit (optional): Install intermediate ADVANCE
EXIT DIRECTION sign 551 for all freeway exits 500 meters in advance of
the theoretical gore (recommended for interchanges involving two limited-
access routes and/or locations where there is a mandatory lane required for
the exit).
c. On carriageways of arterial roads, approaching exit ramps to other roads at grade-

separated intersections, to provide the following sequence of signs:
i. At 400-600 meters prior to exit (mandatory for posted speeds 80 km/h and
higher, optional for other speeds): Install ADVANCE EXIT DIRECTION sign
551 at 500 meters in advance of the exit nose, provided that sign 551 is at
least 200 meters upstream of the EXIT DIRECTION sign 552. Sign shall be
mounted over the lane from where traffic is to exit (three lane approach or
location where all traffic in rightmost lane must exit), unless approach is
three lanes or less and there is no lane drop, in which case a ground-
mounted sign is permissible.

d. Exclusive exit lane panels shall be used when a lane on the approaching
carriageway ends and becomes the exit ramp (a lane drop). This white panel with
the message EXIT shall be displayed at the bottom of the sign over the lane or
lanes that are dropped.
3. Consistent Information. All information relating to routes and destinations displayed on a

subsequent EXIT DIRECTION sign 552 shall be displayed on the preceding ADVANCE
EXIT DIRECTION sign(s) 551. No destinations or routes that are additional to those
displayed on the EXIT DIRECTION sign shall be displayed on the ADVANCE EXIT
DIRECTION sign(s).
4. Eligible items for display: The following items only, are eligible for display on ADVANCE
op V1
EXIT DIRECTION signs 551:
a. EXIT Number Panel

b. Downward pointing arrow Type 7
c. Route number emblem
d. C -
Destination/street name (two total lines)
y
e.
C
City centre symbol
f. Airport symbol
C
g. Distance to exit (Arabic numerals [English] and units)
h. Lane-drop EXIT panel
Q
The policy on the display of each of these items and their placement on the sign are
described below and illustrated in Section 4.4.3.8.2, Figure 4-24.
5. Exit Number. The exit number in English shall be displayed on E-Routes as well as AD-
routes that consist of freeway facilities, but shall not be displayed once the facility is exited.
The exit number shall be displayed on a separate panel above the main sign that is justified
to the exit side of the sign (e.g., right justified for a right-hand exit). Exit numbering shall be
configured as discussed in Section 4.4.6.
6. Downward Arrow (Type 7). Requirements are as follows:
a. One downward pointing Type 7 arrow shall be displayed for a single lane exit and
two Type 7 arrows should be displayed for a two-lane exit, as shown in Figure 4-24.
b. If no lane drop occurs at the exit, the arrows shall be placed on the sign background
and shall be white.
c. If one or more lanes are dropped at the exit, the arrows indicating the lanes to be
dropped shall be black and placed within the white lane-drop panel as described
below. Downward arrows shall be placed at the bottom of the sign and aligned plus
or minus 300 mm with the centreline of the lane.
7. Route number emblem. Route number emblem installations shall meet the following
requirements:
a. Only the route number emblem of the route or routes accessed directly from the exit
ramp shall be displayed.
b. One route number only shall be displayed if the route reached directly has the same
route number on both sides of the interchange.

c. If the route reached directly has different route numbers on each side of the
interchange, and both can be reached from the same exit ramp, then both route
numbers shall be displayed.
d. For single-lane exit ramps, each emblem shall be placed at the left of the sign
(single-lane exit ramps), with destination information provided to the right or below
the route number emblem.
e. For two-lane exit ramps, the emblems shall be placed adjacent to the destination
names on their left side. The combined emblem and destination name message
shall be centred between the borders. If more than two destinations are necessary
for a single route, it may be acceptable to place the route number emblem centrally
with Arabic text to the right, and English text to the left.
op V1
8. Destination/Street Name. Requirements are as follows:
a. A maximum of two lines of information (street name and control destination, or

control destination and ultimate destination) shall be permitted for each direction
C -
(left or right) on ADVANCE EXIT DIRECTION sign 551. The upper name shall either
y
C
be the street name or the control destination in the direction to the left of the off
ramp.
C
b. The lower name shall be consist of either a single control destination (if street name
is used above), or the ultimate destination in the direction to the right of the off
ramp. The signs displayed to drivers travelling on the opposite approach to the
Q
interchange will have the vertical order of the specific destination names reversed.)
c. If the exit ramp provides access to only one direction of traffic, then only one control
destination shall be displayed for the route along with the street name (if one exists).
d. If the exit ramp accesses two separate route numbers (one in each direction), one
control destination and one street name (if any) for each route shall be displayed
adjacent to the corresponding route number emblem so that the left turn information
is placed above the right turn information.
e. Legend placement includes the following requirements:
i. The Arabic legends shall always be displayed above the English legends.
ii. When two lines of information (street name, destinations, etc.) are related to
one route number, the Arabic right-turn destination or street name should be
immediately below the Arabic left turn destination or street name. The two
English legends should be similarly displayed, one immediately below the
other, and both below the Arabic legends.
iii. When two route numbers with one destination each are displayed, the route
number emblem and associated destination legend (Arabic with English
below) for the destination to the left shall be above the route number
emblem and legend (Arabic with English below) for the destination to the
right.
iv. Connecting route emblem and number should be shown either to the right
of, or below, the primary route emblem and number.
f. The street name and/or destinations, where applicable, shall be displayed adjacent
and to the right of the associated route number emblem.
g. English legend shall be left justified and adjacent to the right edge of the route
number emblem.

h. Arabic legend shall be right justified. The position of the right justification line shall
be the furthest right of the longest English word, or of the longest Arabic word, with
its left end adjacent to the route number emblem.
i. When two route numbers are used, the same right justification for the Arabic
destinations should be used for both route numbers.
9. Airport symbol. The airport symbol shall be displayed if the route served by the ramp has
the airport as a specifically trailblazed destination. The symbol shall be placed to the left of
the route number emblem (this differs from at-grade signage), and shall always be oriented
upward on Sign 551.
10. City centre symbol. The city centre symbol shall be centred at the top of the sign and
op V1
located to the right of the route number symbol as well as airport symbol if one is also
provided on the same sign.
11. Distance to exit. The distance to the exit shall be displayed in Arabic numerals (English)
and either in units of metres (m) or kilometres (km). The distance requirements are as
follows:
C -
y
C
a. When the ADVANCE EXIT DIRECTION sign has been located within the
permissible ranges of distances from the exit, as per Paragraph 2 above, the
C
nominal distances of 500 meters, 1000 meters, or 2000 meters shall be displayed.
b. If the location falls outside the recommended range, the actual distance to the
nearest 100 meters should be displayed. For distances less than 400 meters the
Q
actual distance may be rounded to the nearest 50 meters.

c. When two or more successive exits occur at an interchange, the signs should
indicate the different distances. If the advance sign is located within the
recommended range, the nominal distance should be used for the first exit. The
second and subsequent exits should indicate a distance equal to the nominal
distance used for the first exit plus the distances from the first exit to the subsequent
exits. All distances should be rounded up to the next 100 meters.
d. Exit distance shall be centred above the leftmost downward pointing arrow for a
ramp that is exiting (e.g., if two lanes will exit, distance shall be to the left of the left
arrow, if only one lane exits, the distance is to the left of the only exit arrow).
12. White lane-drop ONLY panel. If a lane on the mainline carriageway will be dropped at an
exit ramp, a white ONLY panel shall be displayed above that lane. Requirements are as
follows:
a. The Arabic and English word ONLY shall be displayed adjacent to and to the right of
a single arrow, with the Arabic above the English, both centred approximately
vertically in the panel.
b. When two lanes are dropped at the exit, the ONLY panel shall extend for the full
width of the sign. In such a case the word ONLY in Arabic and English may be
displayed centrally between the two downward pointing arrows.
c. The panel shall be placed at the bottom of the sign and covers the space occupied
by the relevant downward pointing arrow(s), which shall be black.
d. The white panel extends over the lane or lanes to be dropped, from the edge of the
sign to a point above the lane line remote from the edge of the sign. White sign
borders adjacent to the panel should be incorporated into the panel.

e. If an auxiliary lane is added at a prior entrance, and will be dropped at the next exit,
an ONLY panel shall be used for that auxiliary lane, provided at least 500 m of
distance exists prior to the exit.
4.4.5.4.3 Guidelines and Examples

The following figure shows layouts for typical applications of ADVANCE EXIT DIRECTION sign
551. The ADVANCE EXIT DIRECTION sign must extend over the exit lanes. Downward pointing
arrows (Type 7) indicate the lanes to be followed.
For a single-lane exit, the sign must display the destination information for the route it is leading
onto. If the single-lane exit serves both directions of the crossing road the control destination for
op V1
each direction should be displayed. When each direction has a different route number, the sign
should display the route numbers for both directions. Connecting routes needed to get to a
destination on the sign should be shown in parentheses. The examples provided show a complete
range of potential displays.
C -
y
Examples (a) and (b) are used where there is no lane drop at the interchange ahead, i.e., the exit
C
lane branches from the rightmost lane (or leftmost lane if it is a left-hand exit, a scheme generally
not recommended).
C
Example (a) represents a sign mounted over a single lane serving two routes, each with their own
destinations, both served by the same exit ramp. Example (b) shows one route, with street name
Q
and a city centre symbol representing the destination.
Example (c) and (d) show single-lane drop situations. Example (c) shows a single lane drop only,
while example (d) shows a single lane drop with the second right lane (no white panel above, just a
white arrow over the lane) having the option to exit (i.e., the exit ramp downstream is a two-lane
ramp) or continue onward. While example (c) shows a single route with two destinations, example
(d) shows in addition a connecting route.
Examples (e) and (f) show treatments for two-lane-drop exits. In example (e), the two-lane drop is
to a single route and direction. In example (f), there are two distinct directions served by each lane
that will exit, and so separate panels are provided for each lane showing the route direction and
destinations within that lane.
The layout examples for EXIT DIRECTION signs shown in Figure 4.28 correspond to the
ADVANCE EXIT DIRECTION signs shown in Figure 4.27. They illustrate the matching of
messages on the ADVANCE EXIT DIRECTION signs and EXIT DIRECTION signs.
An alternative application for advance directional signing is described in Section 4.4.5.7, namely
DIAGRAMMATIC LANE ARROW DIRECTIONAL SIGNS (551D and 552D).

(a) Single Lane Exit, No Lane Drop, Two (b) Single Lane Exit, No Lane Drop,
Routes with Distinct Destinations, plus Route Number and Street Name, City
Airport, One Panel. Centre symbol, One Panel.
op V1
C -
y
C
C
Q
(c) Single Lane Exit, Lane Drop, One (d) Two Lane Exit, Right Lane Drop, Two
Route with Two Destinations, One Destinations, One Route Number with
Panel. one Connecting Route Number, One
Panel.
(f) Two Lane Exit, Right Lane Drop, Ramp Split, Left
(e) Two Lane Exit, Both Lanes Panel has One Route Number and two destination in
Dropped, One Route with Two the same direction, Right Panel has two route
Destinations, One Panel. numbers (one connecting), airport destination symbol,
and two destinations in the same direction. Exit
panels shown above signs.
Figure 4-27: Advance Exit Direction Sign Layouts (Sign 551)

(a) Single Lane Exit, No Lane Drop, Two (b) Single Lane Exit, No Lane Drop,
op V1
Routes with Distinct Destinations, plus Route Number and Street Name, City
Airport, One Panel. Centre symbol, One Panel
C -
y
C
C
Q
(c) Sign 552-1121: Single Lane Exit, (d) Sign 552-2221: Two Lane Exit, Right
Lane Drop, One Route with Two Lane Drop, Two Route Numbers with
Destinations, One Panel Distinct Destinations, One Panel
(f) Sign 552-2232: Two Lane Exit, Ramp Split, Left

(e) Sign 552-2121: Two Lane Exit, Both Panel has One Route Number and two destination in
Lanes Dropped, One Route with Two the same direction, Right Panel has two route numbers
Destinations, One Panel (one connecting), airport destination symbol, and two
destinations in the same direction. Exit panels shown
above signs.
Figure 4-28: Exit Direction Sign Layouts (Sign 552)

4.4.5.5 Exit Direction Sign 552

Sign 552 provides information just ahead of the exit gore location for grade-separated junctions,
indicating route number and destinations serviced by that exit ramp as well as downstream
connecting routes (if any). The sign is mounted as an overhead sign and requires the driver to use
a specific lane (or lanes). Type 8 arrows are located above the lanes which are exiting, and point
upward in the direction the exit ramp is headed, typically diagonally to the right.
4.4.5.5.2 Standards
op V1
1. Purpose. EXIT DIRECTION Sign 552 shall be provided as the last directional guide sign
ahead of grade-separated junctions, providing the direction of the exit and to reinforce the
route and destination information provided on the previous advance direction sign 551.
2. Applications. Sign 552 shall be mounted using the following options:
C -
a. At single-lane and multiple-lane exit ramps, each with or without lane drops, at
y
C
freeway interchanges or grade-separated intersections.
b. On carriageways of freeways, at exit ramps, connecting with other freeways
C
(systems interchanges) or with arterial roads or streets (access interchanges).
c. On carriageways of grade-separated arterial roads at exit ramps to other roads.
Q
3. Placed Over Exit Lanes. The EXIT DIRECTION sign shall extend over the exit lanes.
Upward pointing arrows shall be slanted (normally to the right) to emphasize the change of
alignment.
4. Destination Displays. Requirements for different conditions are presented below.
a. For a single-lane exit, the sign shall display the destination information for the route
it is leading onto. If the single-lane exit serves both directions of the intersecting
crossroad, and each direction has a different route number, the sign shall display
the route number emblems for both directions.
b. If a two-lane exit serves both directions on the intersecting crossroad, destination
information for both directions shall be displayed, with the left turn destination above
the right turn destination.
c. When a two-lane exit ramp separates into two roadways for different directions
within 500 meters after the exit gore, then two separate signs shall be used, one for
each lane. The left-hand sign shall display the destination information for the left-
hand branch road. The right-hand sign shall display the destination information for
the right-hand branch.
d. When a grade-separated junction is provided on an Abu Dhabi Route an EXIT
DIRECTION sign 552 shall follow the same basic principles as described above.
e. When a lane on the approaching carriageway ends and becomes the exit ramp (a
lane drop), a white panel with the message EXIT shall be displayed at the bottom of
the sign over the lane or lanes that are dropped.
5. Location. Sign 553 shall be mounted at the theoretical gore, no more than 50 meters after
the theoretical gore, or up to 100 meters in advance of the theoretical gore provided that
the exit lane or lanes have been developed to full lane width. The sign shall be mounted
overhead above the exit lane or lanes, on gantries or cantilever supports.

6. Consistency of Information. All information relating to routes and destinations displayed on

the preceding ADVANCE EXIT DIRECTION signs 551 shall be displayed on the
subsequent EXIT DIRECTION signs 552. No destinations or routes that are additional to
those displayed on the ADVANCE EXIT DIRECTION signs shall be displayed on the EXIT
DIRECTION signs. The layout examples for EXIT DIRECTION signs shown in Figure 31
correspond to the ADVANCE EXIT DIRECTION signs shown in Figure 30. They illustrate
the matching of messages on the ADVANCE EXIT DIRECTION signs and EXIT
DIRECTION signs.
7. Content. Only the following items are eligible for display on EXIT DIRECTION signs 552:
a. Upward pointing arrow Type 8 (inclined in the direction of the exit ramp)
op V1
b. Route number emblem (connecting route emblem should be enclosed by
parentheses)
c. Destinations/street names
d. City centre symbol
C -
e. Airport symbol
y
f. Lane drop EXIT panel
C
The policy on the display of each of these items and their placement on the sign is described
C
below.
1. Upward pointing arrow. Requirements are as follows:

Q
a. One upward pointing arrow Type 8 shall be displayed for a single lane exit.
b. Two Type 8 arrows should be displayed for a two-lane exit.
c. The arrows shall be slanted to represent the direction of the exit ramp (normally at
45° to the right of vertical).
d. If no lane drop occurs at the exit, the arrows shall be white and no white EXIT panel
with black arrows shall be used.
e. The number of lanes at the exit shall be determined by the mainline lanes from
which it is possible to directly exit the mainline, not the number of lanes on the off
ramp that develop after the theoretical gore.
f. If one or more lanes are dropped at the exit, the arrows indicating the lane(s) to be
dropped shall be black and placed on the white EXIT panel that is placed above the
lane(s) dropping off at the exit.
g. Arrows shall be positioned at the sign bottom and above the centreline of each lane,
plus or minus 300 mm.
2. Refer to the Sign 551 requirements above for the following requirements, which shall be
identical for Sign 552:
a. Route number emblem.

b. Control destination/street name.
c. City centre symbol.
d. Airport symbol.
3. Lane-drop EXIT panel. If a lane on a mainline carriageway will be dropped at an exit ramp,
a white EXIT panel shall be displayed, utilizing the following requirements:

a. The panel shall be placed at the bottom of the sign and covers the space occupied
by the relevant upward pointing arrow(s), which should be black. The white panel
extends over the lane or lanes to be dropped, from the edge of the sign to a point
above the lane line remote from the edge of the sign. White sign borders adjacent to
the panel should be incorporated into the panel.
b. The English and Arabic word EXIT shall be displayed adjacent to and on the right
side of a single arrow, with the Arabic above the English both approximately centred
vertically on the panel.
c. When two lanes are dropped at the exit the EXIT panel extends for the full width of
the sign. In such a case the word EXIT in Arabic and English shall be displayed
centrally between the two upward pointing arrows.
op V1
4.4.5.5.3 Guidelines and Examples
The layouts for typical applications of the EXIT DIRECTION sign 552 were previously shown. The
EXIT DIRECTION sign must extend over the exit lanes. Upward pointing arrows (Type 8) indicate
C -
the direction of the exit and are placed above the lanes to be followed. If a two-lane exit serves
y
C
both directions on the crossing road, destination information for both directions should be
displayed.
C
When a two-lane exit ramp separates into two roadways for different directions within 500 meters
after the exit gore, the left-hand section displays the destination information for the left-hand
Q
branch road and the right-hand section displays the destination information for the right-hand
branch.
An alternative application for advance directional signing is described in Section 4.4.5.7,

DIAGRAMMATIC LANE ARROW DIRECTIONAL SIGNS (551D and 552D).
4.4.5.6 Ongoing Direction Sign 553

Sign 553 provides information about the control destination that will ultimately be reached by
remaining on the mainline carriageway, using the through lanes at a point where there is an exit
from the mainline carriageway at an interchange or grade-separated intersection. It is typically
located on the same overhead sign structures in conjunction with ADVANCE EXIT DIRECTION
signs 551 and overhead EXIT DIRECTION signs 552, at interchanges and grade-separated
intersections.
At simple interchanges it is mandatory to have at least one ONGOING DIRECTION sign 553,
typically at the same location as the last ADVANCE EXIT DIRECTION sign prior to the exit. For
complicated interchanges, where a high volume of lane changing will be necessary, Sign 553 is
placed at both the locations of Sign 551 and Sign 552.
4.4.5.6.2 Standards
1. Purpose. Sign 553 shall be used to indicate ongoing (through) lanes at grade-separated
junctions.
2. Location. Sign 553 shall be located over the through-travel lanes of the mainline
carriageway. The following requirements include:

a. When only one ONGOING DIRECTION sign 553 is applied, the sign shall be
adjacent to the ADVANCE EXIT DIRECTION sign 551, when used, at 500 meters
from the theoretical gore.
b. On high-volume (50,000 ADT or greater routes), Sign 553 shall be located next to
the forward ADVANCE EXIT DIRECTION sign 551 at 1,000 meters from the
theoretical gore, if one has been implemented.
c. For more complicated or high volume interchanges, and where there is one middle
lane that can be used for both through and exit movements, at least two ONGOING
DIRECTION signs 553 shall be used. One of these shall be at the theoretical gore,
adjacent to the EXIT DIRECTION sign 552. This is needed to ensure that drivers
can make a final decision about continuing straight on, or exiting. The other sign
op V1
shall be applied adjacent to the forward ADVANCE EXIT DIRECTION sign 551, at
1,000 meters ahead of the theoretical gore.
d. If the available distance ahead of the exit is too short to place a sign at 1,000 meters
in advance, the ONGOING DIRECTION sign 553 shall be placed adjacent to the
C -
ADVANCE EXIT DIRECTION sign 551 at 500 meters or more in advance of the
y
exit.
C
e. For interchanges on arterial routes at least one ONGOING DIRECTION sign 553
should be applied. The preferred location is adjacent to the ADVANCE EXIT
C
DIRECTION sign 551.
3. Display of Information. The sign shall be positioned over the ongoing lanes and be of
Q
sufficient width to display downward pointing arrows over the centres of all ongoing lanes
except optional exit lanes. The following items are eligible for display:
a. Downward pointing arrow type 7.
c. Connecting route number emblem in parentheses
d. Intermediate and control destinations
e. Airport symbol.
The description of these items and their positions on the sign are given below and
illustrated in Figure 4-29.
Downward pointing arrow. One downward pointing arrow Type 7 shall be displayed over the centre
of each lane available for through traffic, and which is not designated as a shared lane for exiting
traffic (the shared lanes will have an ADVANCE EXIT DIRECTION sign 551 or an EXIT
DIRECTION sign 552 over them). The arrows shall be located at the bottom of the sign, as shown
in Figure 4-29.
1. Figure 4-29 Horizontally, the arrows shall be located over the centre of the lanes
concerned, with a tolerance to the left or right of up to 300 millimetres.
2. Route number emblem. The route number emblem of the ongoing route shall be displayed
at the top of the sign.
The route number emblem shall be located centrally to the lines of legend for the Arabic
and English destination name associated with the route number, as shown on Figure 4-29.
The route number emblem shall appear on the left side of the control destination legend,
and adjacent to it. The combined message, consisting of the route number emblem and the
control destination shall be centred on the sign, as shown in Figure 4-29.

When intermediate destinations are used in addition to the control destination, it is a more effective
use of the available sign area to place the route number emblem centrally with Arabic text to the
right and English text to the left as indicated in Figure 32.
a. Connecting route emblems enclosed in parentheses shall be placed to the right or

underneath the ongoing route emblem. Up to two connecting routes may be shown.
If placed to the right of the ongoing route emblem, the two connecting route
emblems may be enclosed by the same set of parentheses (e.g., “E10 (E11 E12)”).
op V1
C -
y
C
(a) Four ongoing lanes, one route, two destinations (major bridges/tunnels or given name of route,
if any, may be shown in place of the top destination)
C
Q
(b) Four ongoing lanes, one route, one connecting route, two destinations
Figure 4-29: Ongoing Direction Sign 553

(c) Three ongoing lanes, one route, two connecting routes, each with corresponding destinations.

3. Control destination. No more than two designations designated for the route shall be
displayed, with the next intermediate control destination and ultimate control destination
being the only ones permissible. A third destination, if accessed by a major connecting
route (e.g., freeway), may be shown as per the requirements of Item (d) below. They shall
be applied in the direction applying to the subject carriageway. For E-Routes in Abu Dhabi,
Table 4-26 provides the list of the acceptable destinations to be placed on Sign 553.
a. Where an intermediate control destination has been designated, it should be

displayed on signs 553 from the beginning of the route, until that destination has
been reached. From that point on, the next appropriate intermediate destination for
op V1
the route should be displayed along with the control destination.
b. In the case of some Emirate Routes, the intermediate destination is Abu Dhabi. That
destination shall be used until the boundary of the municipal area of Abu Dhabi is
reached.
C -
c. Additional intermediate destinations may at times be required but are not shown in
y
C
Table 4-26. Such additions may only be implemented with the prior approval of the
DMAT.
C
Table 4-26: Displayed Freeway Control Destinations within Emirate
Route End Destination End Destination
Intermediate Destinations
Q
Number (South or West) (North or East)

E10 Abu Dhabi Al Raha Beach, Al Shahama Dubai
Abu Dhabi – Western Region - Tarif Dubai,
E11 Saudi Arabia
– Al Ruwais – Al Ghwiefat Northern Emirates
E12 Abu Dhabi Yas Island – Saadiyat Island Dubai, Al Falah
E22 Abu Dhabi — Al Ain
E311 Western Region — Dubai
E20 Abu Dhabi Sweihan Al Ain
E55 Al Ain Al Dhaid Northern Emirates
E66 Dubai — Al Ain, Oman
NOTES: (1) Numbers other than those stated above are reserved for future use.
d. Where the two connecting routes each access distinct destinations, the primary
emblem and connecting emblems shall be respectively shown top to bottom in the
order of relative distance, with the respective destination for the primary route and
destination for each connecting route shown to the right of the primary emblem or
the right parenthesis of the connecting emblem.
e. A trailblazing airport symbol may also be displayed on sign 553. City Centre
symbols may also be displayed (AD-routes only, except where E-routes travel
directly into the City Centre, i.e., E10 and E12 extensions into Abu Dhabi city).
f. Destination legend shall consist of Arabic legend placed above English legend.
Where multiple destinations are used, the Arabic legend shall be displayed in a
stack on the right hand side of the sign, and the English legend should be displayed
in a stack on the left hand side of the sign.
g. The control destination shall be displayed adjacent to the associated route number
emblem with the English on left and Arabic on right. English legend should be left
justified and adjacent to the right edge of the route number emblem.

h. Arabic legend should be right justified on the right end of the English legend unless
the Arabic legend is longer in which case it should be left justified on the route
number emblem.
i. Where multiple destinations are used, the Arabic legend should be displayed in a
stack right justified, to the right of the centrally located route number emblem. The
English legend should be displayed in a stack, left justified, to the left of the centrally
located route number emblem.
j. The combined message, consisting of airport symbol (if eligible for the route), route
number emblem, and control destination should be centralized on the sign, as
shown in Figure 32.
op V1
4. Airport symbol. The airport symbol shall be displayed only if the route has the airport as a
control destination, or if it is designated for trailblazing in Section 4.4.6. The symbol should
be placed to the left of the route number emblem, and vertically centred on it. The aircraft
symbol is oriented in the direction in which traffic must travel to reach the airport. For the
ongoing direction the aircraft shall “point” upward.
C -
y
4.4.5.6.3 Guidance
C
As discussed in the guidance for Sign 551 and 552, the use of Sign 551D and Sign 552D (see
C
section 4.4.5.7) over the entire road allows ongoing-lane directional indications (through arrows) as
well as combined lane and exit lane indications, and thus Sign 553 is not used with Signs 551D
Q
and 552D.
4.4.5.7 Special Diagrammatic Lane Arrow Directional Signage (Signs

551D and 552D)
Overhead arrow-per-lane signage, providing diagrammatic arrows showing lane use ahead for
multi-lane exit ramps as well as ongoing (through) movements, combine the functionality of
traditional lane-assignment guide signs with lane-use warning signs. Signs 551D and 552D also
incorporate the functionality of Sign 553 in that the sign spans the entire carriageway. The sign
layout and size/configuration of the arrows make it more visible from a greater distance. Signs
551D and 552D may be implemented only after the review and approval of DMAT.
Signs 551D and 552D may be used for freeway and expressway splits or multi-lane exit
interchanges contain an interior option lane, in which traffic can either leave the route or remain on
the route, or choose either destination at a split, from the same lane. These signs can also be used
at intermediate interchanges which permit an interior lane to choose either to remain on the
mainline carriageway or exit. They are particularly useful in providing advance warning of this
shared lane use, which is not possible using down-arrow-based advance exit direction signage.
Figure 4-21 at the beginning of Section 4.4 provides a comparative view of this sign application.

op V1
C -
y
C
C
Q
NOTE 1: Signs 551D and 552D are intended for use for new roads or construction of new
interchanges or ramps. While they may replace existing sign configurations used for interior option
lanes at existing interchanges, drivers may be familiar with the current configurations and thus the
new signage may not provide the intended benefit.
NOTE 2: Signs 551D and 552D are not intended for standard exits in which only one lane exits or
for which a deceleration lane is added and used for the exit. In these cases, standard signage with
downward arrows for advance exit direction and upward tilted arrows for exit direction should still
be used.
Use of the 551/552D signs should be considered for locations, where from a safety and visibility
perspective, a clear indication of the road geometrics beyond the exit gore is required.
4.4.5.7.2 Standards
1. Purpose. Signs 551D and 552D shall be used as follows:
a. Interchanges with at least one lane drop at the exit plus one interior lane permitting
either ongoing (through) movement or exit.
b. Interchanges where two freeways or expressways divide and there are at least two
lanes dedicated to each movement (diverge to the right, diverge to the left), plus
one lane which allows a movement to the right or to the left.
c. Not to be used for interchanges where there are dedicated lane drops from the main
carriageway at the exit and no interior lane used for both through and exit
movements.
d. Not to be used at interchanges where there is no lane drop at the exit and (i.e.,
deceleration lane begins and is used as the exit lane). If the right lane (not the

deceleration lane) is permitted for both through travel and exit travel, the standard
Sign 551 shall be used with upward exit direction arrows over the right lane and
deceleration lane and the standard Sign 553 shall be used with downward arrows
over the right lane (far lower right corner of the sign) and other through travel lanes.
op V1
C -
y
C Sign 551D – Advance Exit Direction
(2 thru lanes, one shared through-exit lane, one exit lane)
C
Q
Sign 552D – Exit Direction (2 thru lanes, one shared through-exit lane, one exit lane)
2. Configure for All Lanes. Signs 551D and 552D shall extend over all lanes. Specific
requirements for different exit configurations are described below:
a. Right Hand Exit. Type 12 right curved arrows shall be used for the dedicated exit
lane (right lane drop) while Type 14 arrows shall be used for the interior lane with
the option for straight-through or right-hand movements. Type 10 through arrows
(upward) are provided over each through lane.
b. Left Hand Exit. For left-hand exits, Type 11 left curved arrows shall be used for the
dedicated exit lane (left lane drop) while Type 13 arrows shall be used for the
interior lane with the option for straight-through or left-hand movements. Type 10
through arrows (upward) are provided over each through lane.
c. Roadway Splits Right and Left. For interchanges where movements are either right
or left, Type 11 left curved arrows shall be placed over the lanes curving to the left
after the split, while Type 12 right curved arrows shall be placed over the lanes
curving to the right after the split. If one lane provides the option to move to the right

or the left, a Type 15 “Y” shaped arrow with left and right curved sections shall be
placed over that lane.
3. Destination Displays for Exit Lanes. Requirements for different conditions are presented
below.
a. If the exit serves both directions on the intersecting crossroad, destination

information for both directions shall be displayed, with the left turn destination above
the right turn destination.
b. When a two-lane exit ramp separates into two roadways for different directions
within 500 meters after the exit gore, a separate Sign 552D shall be provided on the
exit ramp, with the following possible configurations:
op V1
i. Left and right separation. Provide a Type 11 left curved arrow mounted over
the lane for the left-hand exit and a Type 12 right curved arrow mounted
over the lane for the right-hand exit. If one of the lanes permits both
C -
movements, that lane shall have a Type 15 “Y” arrow provided over it.
y
C
ii. Through and right separation. Provide a Type 10 through arrow over the left
lane on the exit ramp, and a Type 12 right curved arrow mounted over the
lane for the right-hand exit. But if the left lane permits both movements, that
C
lane shall have a Type 14 through-right arrow provided over it.
iii. Through and left separation. Provide a Type 11 left arrow over the left lane
Q
and a Type 10 through arrow over the right lane. But if the right lane permits
both movements, that lane shall have a Type 13 through-left arrow provided
over it.
4. Sign 551D Location. Sign 551D shall be provided at the following locations:
a. At 2000 m, 1000 m and 500 m prior to the theoretical gore, consistent with the
requirements of Paragraph 12 below.
b. For the sign at 2000 m prior to the gore, no white “ONLY” panel shall be provided
over the lane to be dropped. For the signs at 1000 m and 500 m, a white panel shall
be provided over the lane to be dropped, with the exit lane arrow (Type 12 for right
exit, Type 11 for left exit) provided in black over the lane being dropped at the exit,
and “ONLY” text provided to the right of the arrow (right-hand exit) or the left of the
arrow (left-hand exit).
5. Sign 552D Location. Sign 552D shall be mounted at the theoretical gore, no more than 50
meters after the theoretical gore, or up to 100 meters in advance of the theoretical gore,
over all lanes. No distance information is shown on a Sign 552D. In addition, the white
panel (similar to Sign 551D) shall provide text saying “EXIT” to the right of the arrow (right-
hand exit) or the left of the arrow (left-hand exit).
6. Consistency of Information. All information relating to routes and destinations displayed on
the preceding Sign 551D shall be displayed on the subsequent Sign 552D. No additional
destinations shall be provided on subsequent Sign 551D and 552D signs beyond the first
sign.
7. Separation of destination information on sign. A vertical line shall be provided on the sign
extended approximately 50% to 60% of the height of the sign, from the top of the sign. It
shall be placed in a manner which separates the destinations for through movements from

the destinations for right-hand or left-hand movements. The line shall typically be positioned
above the centreline of the lane which may make either movement, or, for roadway splits
with no “Y-arrow” option lanes (left or right), the vertical line shall be positioned above the
lane line demarking the left and right split.
8. Content. Only the following items are eligible for display on Signs 551D and 552D:
a. Upward pointing and curved arrows Type 10 through 15.

b. Route number emblem (E-route, Mashreq “M” route, or AD-route), with connecting
route emblems enclosed in parentheses.
c. Destinations.
d. City centre symbol.
op V1
e. Airport symbol.
f. Lane drop panel (ONLY text on Sign 551D, EXIT text on Sign 552D).
g. Distance to exit (Sign 551D only).
The policy on the display of each of these items and their placement on the sign is
described below. C -
y
C
9. Upward-pointing and curved arrows. Requirements are as follows for arrows to be placed
over carriageway lanes:
C
a. Lanes with through movements only shall have Type 10 upward-pointing through
Q
arrows.
b. Lanes with left-hand movement only shall have Type 11 left-curved arrows.
c. Lanes with right-hand movement only shall have Type 12 right-curved arrows.
d. Interior lanes permitting either left or through movements shall have Type 13
combination through-left arrows.
e. Interior lanes permitting either right or through movements shall have Type 14
combination through-right arrows.
f. Interior lanes at a freeway-expressway split permitting either left or right movements
shall have a Type 15 “Y” arrow.
g. The arrows shall be white except when the white ONLY panel (Sign 551D) or EXIT
panel (Sign 552D) is used, in which case with black arrows shall be used on that
panel.
h. The lanes that are indicated at the exit shall be determined by the mainline lanes
from which it is possible to directly exit the mainline, not the number of lanes on the
off ramp that develop after the theoretical gore.
i. If one or more lanes are dropped at the exit, the arrows indicating the lane(s) to be
dropped shall be black and placed on the white ONLY (Sign 551D) or EXIT (Sign
552D) panel that is placed above the lane(s) dropping off at the exit.
j. Arrows shall be positioned at the sign bottom and above the centreline of each lane,
plus or minus 300 mm.
10. Route Number Emblem. Route number emblem installations shall meet the following
requirements:
a. For each side (ongoing/exit or left side/right side applications), each route accessed
shall be displayed to the left and centred next to the Arabic and English destinations
(up to two per route number). Route number emblems shall be placed adjacent to

the destination names on their left side. The combined emblem and destination
name message shall be centred between the borders on each side of the vertical
demarcation line as described in Paragraph 7 above.
b. Where Mashreq “M” numbers are assigned to a freeway route (current numberings
are M5 along route E11 and M7 along E22), those number shields (specified by the
Gulf Coordination Council Traffic Manual) shall be placed to the right of the E-route
emblem and shall not be larger than the E-route symbol.
c. Only the route number emblem of the route or routes accessed directly from the exit
ramp shall be displayed above the exit ramps.
d. No more than one route number shall be displayed for each direction, unless a route
is co-numbered (E-route, M-route, AD-route), in which case the route shields shall
op V1
be lined from left to right, with the same destinations for the co-numbered facility.
e. One route number only shall be displayed for the exit ramp if the route reached
directly has the same route number on both sides of the interchange.
f. If the route reached directly from the exit ramp has different route numbers on each
C -
side of the interchange, and both can be reached from the same exit ramp, then
y
C
both route numbers shall be displayed.
11. Destinations. Requirements are as follows:

C
a. A maximum of two lines of information (nearest and ultimate destinations) shall be
permitted for each route number served on Signs 551D or 552D. The requirements
Q
for each movement are as follows:
i. For mainline carriageway (ongoing traffic), no more than two destinations

shall be provided. Both shall be listed in Arabic first, then both shall be listed
in English.
ii. For exiting traffic and for traffic splits, up to two control destinations for each
route number served (maximum of two route numbers) may be shown. The
nearest control destination shall be shown first, the second or ultimate
destination may be shown second.
iii. Control destinations shall remain consistent for all Sign 551D and 552D
installations for an interchange or junction. Any supplementary destination
shall require separate supplementary destination signs, typically ground-
mounted.
b. If the exit ramp provides access to only one direction of traffic, then up to two control
destinations shall be displayed for the route.
c. If the exit ramp accesses two separate route numbers (one in each direction), up to
two destinations for each route shall be displayed adjacent to the corresponding
route number emblem so that the left turn information is placed above the right turn
information.
d. Legend placement includes the following requirements:
i. The Arabic legends shall always be displayed above the English legends.
ii. When two lines of information (street name, destinations, etc.) are related to
one route number, the Arabic right-turn destination or street name should be
immediately below the Arabic left turn destination or street name. The two

English legends should be similarly displayed, one immediately below the

other, and both below the Arabic legends.
iii. When two route numbers with one destination each are displayed, the route
number emblem and associated destination legend (Arabic with English
below) for the destination to the left shall be above the route number
emblem and legend (Arabic with English below) for the destination to the
right.
e. The destinations, where applicable, shall be displayed adjacent and to the right of
the associated route number emblem.
f. English legend shall be left justified and adjacent to the right edge of the route
op V1
number emblem.
g. Arabic legend shall be right justified. The position of the right justification line shall
be the furthest right of the longest English word, or of the longest Arabic word, with
its left end adjacent to the route number emblem.
C -
h. When two route numbers are used, the same right justification for the Arabic
y
destinations should be used for both route numbers.
C
12. Airport symbol. The airport symbol shall be displayed if either the mainline or exit has the
C
airport as a specifically trailblazed destination. The symbol shall be placed to the left of the
route number emblem (this differs from at-grade signage), and shall be oriented to either
ahead (through movements), 45-degrees left (for left-hand movements) or 45-degrees right
Q
(for right-hand movements).

13. City centre symbol. The city centre symbol shall be centred at the top of the portion of the
sign which denotes the route leading to the city centre. It is located to the right of the
destination name (English and Arabic) which pertains to the city centre.
14. Distance to exit (Sign 551D only). The distance to the exit shall be displayed in Arabic
numerals (English) and either in units of metres (m) or kilometres (km). The distance
requirements are as follows:
a. When Sign 551D has been located within the permissible ranges of distances from
the exit, as per Paragraph 4 above, the nominal distances of 500 meters, 1000
meters, or 2000 meters shall be displayed.
c. When two or more successive exits occur at an interchange, the signs should
indicate the different distances. If the advance sign is located within the
recommended range, the nominal distance should be used for the first exit. The
second and subsequent exits should indicate a distance equal to the nominal
distance used for the first exit plus the distances from the first exit to the subsequent
exits. All distances should be rounded up to the next 100 metres.
d. Exit distance shall be centred above the leftmost downward pointing arrow for a
ramp that is exiting (e.g., if two lanes will exit, distance shall be to the left of the left
arrow, if only one lane exits, the distance is to the left of the only exit arrow).
15. Lane-drop ONLY (Sign 551D) or EXIT (Sign 552D) panel. If a lane on a mainline
carriageway will be dropped at an exit ramp, a white ONLY (Sign 551D) or EXIT (Sign

552D) panel shall be displayed (see Paragraph 4 above on where this is used relative to
multiple Sign 551D installations). This shall have the following requirements:
a. The panel shall be placed at the bottom of the sign and covers the space occupied
by the relevant upward pointing arrow(s), which should be black. The white panel
extends over the lane or lanes to be dropped, from the edge of the sign to a point
above the lane line remote from the edge of the sign. White sign borders adjacent to
the panel should be incorporated into the panel.
b. The English and Arabic word ONLY (Sign 551D) or English word EXIT (Sign 552D)
shall be displayed adjacent to and on the right side of a single arrow, with the Arabic
above the English “ONLY” both approximately centred vertically on the panel.
op V1
c. If two lanes are dropped at the exit the word ONLY (Sign 551D) or EXIT (Sign
552D) shall be displayed centrally between the two lane use arrows for the dropped
lanes.
4.4.5.8 Gore Exit Signs 554, 555, and 556

C -
y
C
The purpose of GORE EXIT signs is to indicate the physical nose of the exit ramp from the main
C
roadway and of a split within the exit ramp.
4.4.5.8.2 Standards
Q
1. Application and Location. Gore signs shall be located as follows:

a. At the exit ramps from freeways and arterial roads at interchanges and grade-
separated intersections.
b. Where ramps diverge to form two branches
2. Sign 554 is used in conjunction with freeway exit numbering (E-routes and AD-routes).
3. Sign 555 is used for exits at grade-separated junctions on non-freeway routes (i.e., without
exit numbering.
4. Sign 556 shall be used for a split in the exit ramp.
5. Eligible information for Display. The following items are eligible for display:
a. Upward pointing arrow or arrows.

i. For exit ramps from the mainline carriageways of Emirate Routes and Abu
Dhabi Routes, one Type 8 arrow should be displayed on GORE EXIT sign
554. It should be slanted upwards at an angle of 45° to indicate the direction
of the exit ramp as shown.
ii. For gores where a ramp splits into two branches, two upward pointing Type
8 arrows should be used on GORE EXIT sign 556. They should be inclined
at 45° to the left and right of vertical, as shown.
6. EXIT message. The English word EXIT with its Arabic translation above should be centred
at the top of the sign.
7. EXIT number. For Sign 555, the exit number (using Arabic numerals [English]) shall be
provided to the left of the Type 8 arrow, while the Type 8 arrow is justified to the right and
bottom of the sign.

Sign 554 Sign 555 Sign 556
4.4.5.9 Supplemental Exit Sign 557
op V1
The purpose of supplemental exit signing is to provide additional information on supplemental
destinations prior to making the exit.
C -
y
4.4.5.9.2 Standards
C
1. Appearance. Supplemental exit signing shall consist of white legend and borders on brown
background.
C
2. Applications. Supplemental exit signing shall be provided prior to exits from freeways or
expressways at interchanges or grade-separated intersections.
Q
3. Location. Requirements are below.
a. Normally, supplemental exit signing shall be ground-mounted as a stack-type sign

on the right side, at the beginning of the taper for the deceleration lane, or in the
case of a lane drop 200 meters to 250 meters in advance of the theoretical gore.
b. Sign may be mounted overhead so long as it does not block EXIT DIRECTION
signing. If the sign is mounted overhead it shall be no closer than 300 meters in
advance of the EXIT DIRECTION sign 552. The location should be thoroughly
checked to prevent an overhead SUPPLEMENTAL EXIT sign 557 from obscuring
the visibility of the EXIT DIRECTION sign 552. This checking should include plotting
the sign on a plan of the horizontal alignment and on a longitudinal section of the
vertical alignment.
c. On freeways the sign shall be at least 200 meters after the ADVANCE EXIT
DIRECTION sign 551 such that is located 500 meters in advance of the theoretical
gore.
4. Display of Information. The information eligible for display and its position on the sign is
described below.
a. Upward pointing arrow. The upward pointing Type 8 arrow shall be displayed on the
right side of the sign for a right hand exit ramp. The arrow should be pointing
upward, slanted at an angle of 45º to the right of vertical. It should be centred
vertically on the sign.
b. Approved supplemental symbol and destination. A maximum of two supplemental
destinations shall be displayed on any SUPPLEMENTAL EXIT sign 557. More
destinations will significantly increase driver workload by providing too much visual
information to read and comprehend in the short time available before exiting onto

the exit ramp. Only approved symbols and supplemental destination types
discussed in Section 4.4.4.7 and illustrated in Figure 4-26 shall be eligible for
display. If more than two destinations are eligible for display, the DMAT or owning
agency shall determine which two are most important, and only those two should be
displayed.
c. Exit number plate. The exit number which the sign pertains to shall be mounted on
an exit number plate (white on brown matching the supplemental guide sign) on the
upper right edge of Sign 557, flush with the right-edge of the sign (for right-hand
exits).
5. Placement of message elements. Requirements are as follows:
op V1
a. Symbol shall be displayed on the left side of the sign, with the Arabic and English
destination names adjacent to it on the right side. For each destination, English
legend shall be left justified and adjacent to the right edge of the associated symbol.
Arabic legend shall be right justified. The position of the right justification line shall
C -
be the furthest right of either the longest English word or the longest Arabic word,
y
C
with its left end adjacent to the associated symbol.
b. When two supplemental destinations are displayed, the destination to the left of the
C
exit ramp shall be above the destination to the right. If both are in the same direction
the closer destination should be at the top.
Q
Sign 557 Examples
4.4.5.10 Exit Numbering System

To identify junctions along freeway facilities in the Emirate and place them geographically from a
navigation and asset management perspective, an exit numbering system is required.
1. Exit Numbering Requirements for E-Routes. Free flow ramps exiting from Emirate Routes
or from freeway sections of AD-routes shall be given an exit number based on the
approximate distance in kilometres of that exit point from the origin point of that route within
Abu Dhabi Emirate.
2. Origin of Numbering. The origin end of the Emirate Route shall be taken as the
northernmost or westernmost terminus point of the route within the Emirate.
3. General Rules. The following rules shall apply when assigning a number to an exit:

a. Exit numbers shall be whole numbers.

b. Complementary exits from the opposite directions of travel shall have the same exit
number.
c. Only the exit point shall be numbered. If the exit splits beyond the initial exit, a
single exit number still applies unless two exit numbers result from the
complementary exists in the opposite direction. In that case, the exit numbers shall
be applied to the ramp split signing as well.
d. Successive exits located less than one kilometre apart shall have different exit
number suffixes assigned based on an analysis of all exits in the vicinity and their
relationship to the distance from the origin. These suffixes shall be labelled with “A”
being the first exit relative to the kilometre post, “B” the second exit, etc.
op V1
e. At grade junctions are not given exit numbers.
f. Figure 4-30 illustrates most of the principles set forth above.
4. Application. Exit numbers shall appear on all guide signs giving information pertaining to
C -
that particular exit. Such signs include ADVANCE EXIT DIRECTION sign 551, EXIT
y
DIRECTION sign 552, DIAGRAMMATIC DIRECTION SIGNS (551D and 552D), GORE
C
EXIT sign 554 and SUPPLEMENTAL EXIT DIRECTION sign 557. The consistent use of
exit numbers on all such signs will aid motorists in associating all applicable signing to a
C
given exit point.
Q
Figure 4-30: Illustration of Exit Numbers

4.4.6 General Information and Service Signs
4.4.6.1 Trailblazing Signs

4.4.6.1.1 Use of Trailblazing
“Trailblazing” is used to provide a localized supplement to the control destination based guide sign
system. The concept of trailblazing can be applied to a specific destination or type of destination
and it may even be applied to direct drivers towards a route. The concept involves providing
strategically located compact supplemental stack type trailblazing signs to indicate to drivers the
direction to be taken in order to reach one of the following specific types of destination:
op V1
 Airport.
 City centre.
 An Emirate Route (by number).
 An Abu Dhabi Route (by number).

C -
A supplemental (tourist or service) destination.
y
 A freeway.
C
 A parking area.
C
While all of these destinations may appear on primary or supplemental direction signs there are
occasions when it may be necessary to indicate the direction to such a type of destination when
the use of normal direction signs is not appropriate, or impossible due to space limitations.
Q
Trailblazing signs display only a stack type arrow, one of Types 3, 4, 5 or 6 together with a symbol.
(When geometric conditions require, an upward pointing slanted arrow may be used. A Type 3
arrow placed at 45 degrees is suitable for this purpose.) The signs should be located in advance of
an intersection, roundabout or recognized U-turning lane. They will normally be used to indicate a
turn but, in the event that drivers may be confused, for whatever reason, about the correct direction
to take, an ongoing indication may be given, when appropriate, using a Type 3 arrow. The signs
should preferably not be used in addition to normal direction signs at a junction although in one or
two specific instances this may be acceptable.
Once a trailblazing sign has been used, further trailblazing signs must be provided at all decision
points until the destination indicated has been reached, or until the message concerned becomes
part of the information displayed by the normal control-destination-based guide-sign system.
There are specific circumstances for each of the types of trailblazer identified above in terms of
which an appropriate trailblazing sign may be used. These circumstances are detailed in the
following sections.
The trailblazer signs that follow should have blue, green, or white background colour appropriate
for the type of route which they are located.
4.4.6.1.2 Airport Trailblazer Sign 503

1. Description. AIRPORT TRAILBLAZING sign 503 is likely to be the most widely used
trailblazer sign. The sign may be used to direct drivers from areas commonly frequented by
visitors to Abu Dhabi towards the airport. The sign should be used in a similar manner to
ADVANCE SUPPLEMENTAL sign 514. Sign 503 may be used on an Emirate Route, an
Abu Dhabi Route, or a lesser unnumbered route. It therefore may be used with or without

normal control destination direction signs, unless such a

direction sign already has the Airport as a trailblaze symbol.
2. Repeated Use. Once sign 503 has been used it should
continue to be provided at all decision points unless the symbol appears on a direction sign.
3. Standards. Sign 503
a. The AIRPORT TRAILBLAZER sign shall be located in a side-mounted position on

the right side of the roadway, up to 160 meters from the junction, with due regard to
the position of any other direction signs and any minor road intersections. It shall be
placed on a separate trailblazer if there is not sufficient room on guide signs.
b. When mounted on AD-routes in urban areas, sign shall be green with white legend
op V1
and border. When mounted in rural areas or on approaches to E-routes, sign shall
be blue with white legend or border.
4. Other Guidance.
C -
a. When the sign is for a left turn movement from a divided roadway it may be
y
C
beneficial to locate the sign on the median island, particularly if a U-turn movement
is called for. The Airport symbol should be positioned on sign 503 so that it “points”
in the same direction as the arrow used on the sign.
C
b. The Airport symbol may also be used as a trailblazing component on primary
direction signs. See each specific sign for use locations.
Q
4.4.6.1.3 City Centre Trailblazer Sign 504

1. Description. CITY CENTRE TRAILBLAZER sign 504 may be used within the general
environs of the Abu Dhabi and Al Ain city centres, i.e., at a
local level, to direct drivers towards what is considered to be
the popular core of the business area. As such, the sign may
only be displayed after the city centre message has appeared
as a control destination on direction signs.
2. Standard: Sign 504 shall be located in a side mounted
position on the right side of the pavement, up to 160 meters Sign 504
from the junction, with due regard to the position of any other
direction signs and any other minor side road intersections. Sign shall be green with white
legend when used along AD-routes and other local arterials, and blue with white legend if
the trailblazing guidance is along an E-route.
3. Other Guidance. The City Centre symbol may also be used as a trailblazing component on
primary direction signs. See each specific sign for use
locations.
4.4.6.1.4 Emirate Route Trailblazer Sign 505

1. Description. EMIRATE ROUTE TRAILBLAZER sign 505
may be used to direct drivers towards an Emirate Route
when direction signs are not otherwise in use or
appropriate. Since Emirate Routes have limited points of
access it may occasionally be necessary to assist drivers in Sign 505
finding a route or street which intersects with the Emirate Route.
Sign 505 should therefore only be used at a local level to assist drivers in finding their way

upwards in the street network. Once used the sign should be repeated at decision points
until such time as the appropriate Emirate Route emblem appears on a normal Advance
Direction sign with the appropriate control destinations. It may also be beneficial to use sign
505 on a route which is parallel to an Emirate Route.
2. Standards.
a. The sign shall be located in a side-mounted position on the right side of the
roadway, up to 160 meters from the junction, with due regard to the position of any
other direction signs and any minor side road intersections.
b. The Emirate Route Emblem displayed on sign 505 should include the specific
number of the Emirate Route being trailblazed. It shall use a blue colour indicative
op V1
of the E-route being led to.
4.4.6.1.5 Abu Dhabi Route Trailblazer Sign 506

1. Description. ABU DHABI ROUTE TRAILBLAZER sign 506
C -
may be used to direct drivers towards a numbered Abu
y
C
Dhabi Route when direction signs are not otherwise in use
or appropriate. Sign 506 should therefore only be used at Sign 506
a local level within a community to assist drivers in finding
C
their way upwards in the street network. However, there are some instances where
exceptions to this rule can be permitted. The most notable exception would be on the
Q
approach to a minor junction with an unnumbered route where the driver merely requires a
confirmation that the Abu Dhabi Route continues in a straight ahead direction, or if the route
itself makes a turn. The use of sign 506 may be particularly appropriate within a community
when there is some facility of importance which tends to attract visitors from outside the
community.
2. Standard. The sign shall be located in a side-mounted position on the right side of the
street, up to 160 meters from the junction, with due regard to the position of any other
direction signs and any minor side road intersections. The route emblem displayed on the
sign shall include the specific number of the Abu Dhabi Route being trailblazed.
4.4.6.1.6 Supplemental Destination Trailblazer Sign 507

1. Description. A SUPPLEMENTAL DESTINATION TRAILBLAZER sign 507 may be used to
carry on a basic supplemental destination message which has already appeared on an
ADVANCE SUPPLEMENTAL sign 514. Once a supplemental message has been given by
sign 514, in the form of an approved supplemental symbol plus the primary name of the
facility (Section 4.4.3), subsequent signs at decision points up to the final turn to the facility
should be trailblazer sign 507.
Sign 507

2. Standards.
a. The signs shall be located in a side-mounted position on the right side of the
b. The symbol or symbols (maximum of two) displayed on the sign shall only be
approved supplementary destination symbols which have appeared on one or more
preceding ADVANCE SUPPLEMENTAL signs 514. In other words, additional
supplemental symbols should not be introduced using sign 507 without prior
appearance on sign 514.
3. Guidance. When the sign is for a left turn movement from a divided roadway it may be
op V1
beneficial to locate the sign on the median island, particularly if a U-turn is called for. In this
latter case a Type 6 arrow should be used.
4.4.6.1.7 Freeway Trailblazer Sign 508

C -
y
1. Description. A FREEWAY TRAILBLAZER sign 508 may be used as a general trailblazer
C
sign indicating a direction which may be taken in order to intersect and join a freeway. Sign
508 may be used as an alternative to EMIRATE ROUTE TRAILBLAZER sign 505 when the
C
use of the latter sign might cause confusion with other Emirate Route Emblems on other
guide signs. The use of sign 508 is appropriate at a local level or on Abu Dhabi Routes,
particularly in an area close to a freeway and when the route or street concerned runs more
Q
or less parallel to the freeway.
Sign 508
2. Standards.
a. The signs, if used, be located in a side-mounted position on the right side of the
b. The sign shall comprise the appropriate Type 3, 4, or 5 arrow together with the
“Freeway” symbol in black on a white square background in a similar manner to
signs 503, 504, and 507. When a U-turn is required a Type 6 arrow should be used.
3. Guidance. When the sign is for a left-turn movement from a divided roadway it may be
beneficial to locate the sign on the median island, particularly if a U-turn is called for.
4.4.6.1.8 Parking Trailblazer Sign 509

1. Description. PARKING TRAILBLAZER sign 509 may be used locally to direct drivers
towards a designated parking area or car park.
2. Standards.

a. Because parking signs are used on a local level, the signs shall be in white with the
blue parking symbol situated as part of the legend. The arrow shall be black and
shall be either a hook arrow, through arrow or U-turn arrow.
Sign 509
op V1
4.4.6.2 General Information Signs
The signs classified in this group provide additional information to drivers to assist them with their
C -
navigational task or to provide supplementary information with respect to regulatory or warning
y
signs.
C
4.4.6.2.1 Street Name Sign 587, 587L, 587R, and 587LR
C
1. Description. Street Name Sign 587 series is used with or without route number shields to
indicate the name of a through street (non dead-end). There are two applications:
Q
a. A median-mounted arterial sign with chevron direction arrows, mounted in the

median perpendicular and between the two curbs near the at-grade intersection,
with displays on both sides of the post, visible to drivers on the crossing street, and
providing the street name associated with the numbered route at the at-grade
intersection. For Sign 587LR, the chevron direction arrows point in both directions
(for a street travelling in both ways across an intersection), for Sign 587L the
chevron arrow points to the left (for a street travelling to the left of the cross street),
and for sign 587R the chevron arrow points to the right (for a street travelling to the
right of the cross street)
b. On freeways along the right shoulder, as a ground-mounted information sign (Sign
587) for drivers who have just entered the freeway route, provided the route also
has a written name (e.g., E11 between Abu Dhabi and Dubai is called “Sheikh
Maktoum bin Rashid Road”).
c. Municipality street signage (based on officially agreed-to local design and not shown
in this Manual) may be used in addition to or in lieu of the Sign 587 series for
intersections having signalized approaches, as well as for arterial intersections with
minor streets.
2. Standards.
a. Sign 587 shall be white with black legend, using Naskh font for Arabic and UK
Transport Bold font for English.
b. Route number emblem sized for the sign shall be placed on the left of the sign, with
the Arabic (top) and English (bottom) street names provided to the right of the
shield, the Arabic name right-justified and the English name left-justified against the
route shield. The size of the sign is based on the length of the street name, with the

width dictated by the longer of the Arabic or English street names as well as the
route shield.
c. Sign shall always be ground-mounted.
Sign 587LR
op V1
C -
y
C Sign 587R
C
Q
Sign 587
4.4.6.2.2 Freeway/Expressway Ground-Mounted Advance Exit Direction Sign 517

1. Description. Certain advance guide signs may be used for local street access from freeway
or expressway routes, in which the local route does not cross the freeway or expressway
(e.g., it is one-way in and one-way out), or for exits which include single-lane exit ramps
that do not encompass mainline lane drops the use of advance direction. The use of
ground-mounted advance exit direction signs shall be limited to exits to AD-routes or to
roads without AD-route numbers, and are never used for ramps to E-routes with the
following exception: for turnarounds, ramps or U-turn roads may be provided on the
freeway or expressway facility, and the E-route may be shown with the destination in the
opposite direction.
2. Standards.
a. Ground-mounted advance exit direction signs on E-routes and non-urban AD-routes

shall be blue with white legend and border, similar to other freeway guide signs.
However, if used within urban areas on AD-routes, signs shall be green with white
legend and border.
b. Signs shall be mounted to the right of the shoulder (right-hand exit), or in the
median (left-hand exit or left hand U-turn), provided there is substantial space within
the median allowing for installation of signage.

c. Sign text shall consist of a single destination or street name in Arabic followed by
English below. Distance to the exit shall be provided at the bottom.
d. Route emblem, if any, shall be at the left edge of the sign with the destination
information located next to it, with Arabic right-justified to the right sign edge and the
English left-justified next to the route emblem. Sign width is dependent on longest
text (either English or Arabic) plus Route emblem.
e. E-route emblem shall only be used for this sign if it used for a ramp which leads to
the opposite direction, in which case the emblem shall be shown with the opposite-
direction destination.
f. If the situation in “d” above involves a left-hand U-turn, a U-turn arrow Type 7 shall
be displayed to the left of the route shield.
op V1
g. If situated on E-routes, or AD-routes which are freeway facilities with exit
numbering, an exit number plate shall be provided on the top edge of the sign and
justified on the right edge of the sign (right-hand exit) or to the left-edge (left-hand
exit). Exit numbering shall not be provided as follows:
C -
y
i. On urban AD-routes that are not freeway facilities.
C
ii. For ramps that are solely turnarounds to the opposite direction.
C
h. One advance sign shall be located 500 m before the exit gore. However, if travel
speeds are 120 km/h on the route, a second advance sign shall be installed at 1000
m prior to the exit gore.
Q
i. No other guide signs or supplemental signage shall be installed within 250 m prior
to the ground-mounted advance exit direction sign.
j. Exit number panel shall only be provided for those ground-mount exit signs that lead
to a numbered route or arterial, and not for local access exits (e.g. to farms or
roadside services).
3. Guidance.
a. Often, especially in urban areas, local exits may lead to a variety of touristic and
government supplemental destinations. Supplemental advance stack signage, when
used, should be a minimum of 250 meters past the ground-mounted advance exit
direction sign and at least 250 meters prior to the ground-mounted exit direction
sign 518.

op V1
C -
y
C Sign 517 Examples
4.4.6.2.3 Freeway/Expressway Ground-Mounted Exit Direction Sign 518

C
1. Description. Ground-mounted exit direction signs are used for local street access from
freeway or expressway routes, in which the local route does not cross the freeway or
Q
expressway (e.g., it is one-way in and one-way out), or for exits which include single-lane
exit ramps that do not encompass mainline lane drops the use of advance direction. The
route and destination content of ground-mounted exit direction signs is identical to the
advance exit direction sign 517 which precedes them, with the addition of arrows in the
direction of the exit or U-turn.
2. Standards.
a. Standards for Sign 518 shall be similar to Sign 517, except as follows:
i. Sign is mounted approximately 50 m ahead of the theoretical gore

ii. A Type 8 arrow pointing diagonally in the exit direction is provided to the
right of the destination text (right-hand exit) or, to the left of the route
emblem (left-hand exit).
iii. No distance to exit is provided.
b. A Type 7 arrow is provided to the left of the route emblem and destination (opposite
direction) for left-hand U-turns.
c. In rare circumstances where the exit requires an immediate sharp right (requiring
appropriate warning signs for drivers to slow down for the curve), the Type 8 arrow
shall point to the right.
d. Arabic text is right-justified to the vertical plane at the left-most edge of the Type 8
arrow and the English left-justified next to the route emblem. Sign width is
dependent on longest text (either English or Arabic) plus Route emblem and arrow
width.
e. No other guide signs or supplemental signage shall be installed within 250 m prior
to the ground-mounted advance direction sign.
f. Exit gore signage per Section 4.4.5.8 shall be installed as per other interchanges.

op V1
C -
y
Sign 518 Examples
C
4.4.6.2.4 Text Sign 588
C
1. Description. The purpose of general text sign 588 is to provide drivers with information on
communities or districts they are entering or to identify the name of a bridge, tunnel or other
Q
physical feature. It may also be used to convey a textual message of regulation, warning, or
information that cannot otherwise be conveyed with
conventional signs or with a SUPPLEMENTARY PLATE sign
589. TEXT sign 588 may be used on Emirate Routes, AD-
Routes or any other appropriate local street.
2. Standards.
Sign 588
a. Sign shall be ground mounted on the right side of the roadway as follows:
i. Community signing: at the boundary of the community or district, or within 50

meters of such boundary, within the community or district
ii. Physical feature signing: At a point within the vicinity of the feature being
identified whereby the feature identified is obvious.
iii. All cases: As per applicable requirements for locating regulatory, warning, or
guide signs.
b. Information eligible for display on TEXT sign 588 shall be a limited text message in
Arabic and English of 5 words or less.
c. The legend shall be displayed with the Arabic legend above the English legend. The
sign shall be sized from the longer text component. When this is the Arabic legend,
the English legend shall be left justified on the end of the Arabic name. When the
English legend is the longer component, the Arabic legend shall be right justified on
the end of the English legend.
d. This sign shall have a white background with a black border and legend. When used
for roadworks, the background colour shall be yellow, consistent with the
requirements in Chapter 11 of this Manual.

4.4.6.2.5 Supplementary Plate Sign 589

1. Description: The purpose of the supplementary plate sign is to provide information which
supplements the message given on a regulatory, warning, or roadworks traffic sign without
materially altering the meaning of the sign it supplements. The sign is used as appropriate
with regulatory, warning, or roadworks traffic signs as variously described in Chapters 4
and 6 respectively.
2. Standards:
a. Location of the sign shall always directly below the primary sign that it is
supplementing. Sign shall either be a separate sign plate affixed separately, but to
the same post as the primary sign, or may be incorporated into an enlargement of
op V1
the primary sign substrate material.
b. A SUPPLEMENTARY PLATE sign should always have a black border and legend.
It should have a white background when used with Regulatory or Warning signs,
and a yellow background when used with Roadworks signs.
C -
c. Information displayed by the supplementary plate shall include only the following:
y
C
i. A text message comprised of one or two words only, such as “School.”
(Arabic and English)
C
ii. An advisory speed at which the hazard forewarned by the primary sign can
be negotiated, such as “50km/h” on a roadway which otherwise has a higher
Q
speed limit
iii. The distance from the location of the sign to the point where the condition it
describes exists, such as “200 m.”
iv. The distance, beginning at the location of the sign, over which the message
of the sign applies, such as “For 3 km.”
v. An easily recognized iconic symbol, such as that used to depict “no trucks.”
d. The SUPPLEMENTARY PLATE sign shall be the same width as the primary sign
which it supplements.
Sign 589
4.4.6.2.6 Fire Hydrant Supplementary Plate Sign 590

1. Description: The purpose of the fire hydrant supplementary plate sign is to provide
information on the location and identification number of a fire hydrant. It is used in
conjunction with NO STOPPING sign 370 to prevent vehicles from stopping on roads or
other curbside areas adjacent to fire hydrants. Details of signing and pavement marking for
areas near fire hydrants are described in Chapter 5.
2. Standards:
a. Location of the sign shall be directly below NO STOPPING sign 370.

b. Sign 590 shall display the following information, by line:
i. “Fire Hydrant” in Arabic.

ii. The zone, sector number, and hydrant number in Arabic.
iii. The letters “F. H.” for fire hydrant followed by the zone,
sector number, and hydrant number in English.
iv. As Abu Dhabi Civil Defence is responsible for assigning
numbers to fire hydrants, these signs should be
prepared in coordination with that agency.
v. Sign 590 shall have a red background with a white
legend.
op V1
vi. Note that this sign combination is to be mounted on a
red pole.
Sign 590 with
No Stopping
Sign 370
C -
y
C
4.4.6.2.7 General Service Sign 591
1. Description: The purpose of the general services sign is to inform motorists of the
C
availability of upcoming services along freeway and expressway routes, particularly of
interest in suburban and rural areas as well as intercity corridors. GENERAL SERVICE sign
Q
591 informs motorists of services available either adjacent to the roadway or at a nearby,
upcoming exit from the roadway. Only services that fulfil the needs of the road user should
be shown on general service signs.
2. Standards:
a. Services eligible for this sign include:
i. Petrol station.
ii. Mechanic.
iii. Restaurant.
iv. Hotel.
v. Refreshments.
vi. Public telephone.
vii. Hospital (with a physician on duty 24 hours a day).
viii. First aid station (open 24 hours a day).
ix. Major shopping centre.
x. Mosque.
b. Sign shall be located on the approach to exits to general services. A GENERAL

SERVICE sign 591 should be placed 2 kilometres and/or 4 kilometres (for rural
areas) in advance of the exit. Another advance sign shall be placed within 500 m of
the exit. Finally, a sign with a Type 8 arrow at the bottom shall be provided at the
exit point.
c. General service signing shall only be provided at locations where the road user can
return to the roadway and continue in the same direction of travel. GENERAL
SERVICE sign 591 is generally not appropriate at major interchanges and in urban
areas.

d. Display requirements are as follows:
i. Icons should be placed in rows of three

across the sign.
ii. No more than six services should be
signed on an individual sign.
iii. If more than six services are available at
an upcoming exit, two GENERAL
SERVICE sign 591 shall be erected at
100 m intervals. Sign 591 (typical)
e. GENERAL SERVICE sign 591 shall have a blue background and a white border.
op V1
Within the blue background, iconic symbols representing specific services should be
black (except for the first aid station symbol, which is a red crescent) on a white
background as shown in Figure 4-31.
f. A supplemental plate shall indicate the distance to the exit. Within 500 m of the exit,
C -
the supplemental plate shall not indicate a distance but have an action message
y
C
such as NEXT RIGHT or SECOND RIGHT. If, from the last sign indicating general
services before the exit, the distance to the next point where services are available
C
is greater than 16 kilometres, an additional supplemental plate, NEXT SERVICES
XX KM, may be added to the sign.
Q
3. Guidance:
a. As a general rule, the iconic symbols shown in Figure 4-31 shall be used only on
General Service Sign 591. However, it is permissible to use a single icon as shown
in Figure 4-31 on a typical guide sign or supplemental guide sign if the engineer
deems it would prove useful to drivers.
b. Several icons are also shown for supplemental destinations. However, when used
for services signage, these icons refer to facilities that are immediately accessible to
the freeway or expressway facility. Supplemental destinations may be located a
distance away from the freeway or expressway and are not directly accessible.
Figure 4-31: General Services Iconic Symbols

4.4.6.2.8 Pedestrian Underpass Sign 599

1. Description: PEDESTRIAN UNDERPASS Sign 599 guides pedestrians to the locations of
entrances to pedestrian underpasses. Sign 599 should be located within 5 meters of the
entrance to a pedestrian underpass and in a position to maximize its visibility for
pedestrians from all angles. If one end of a pedestrian underpass has more than a single
point of entrance, and those points are located more than 15 meters apart, a separate sign
599 may be installed for each point of entrance. In this case, the signs should be located as
close as possible to the point of entrance.
2. Standards:
a. The sign shall be pole-mounted.
op V1
b. The sign shall have a green
background with a white border
Sign 599
and legend when used in urban areas.
C -
y
C
C
Q

5 PAVEMENT MARKINGS
5.1 Introduction
Pavement markings are defined as markings or other devices applied to, or attached to a
pavement surface or a curb-line. Pavement markings must function day and night, as well as under
adverse weather conditions, to support and amplify the message of traffic signs, traffic signals and
other traffic control devices to all road users, including drivers, cyclists, and pedestrians. While
pavement markings are an important and integral element in the design of a traffic control scheme,
care shall be taken to not over use pavement markings. Due to their nature and location, pavement
op V1
markings are subject to continual and rapid deterioration and wear from roadway traffic. To retain
the conspicuity and function of pavement markings, their maintenance and replacement is, by
necessity, an ongoing and continual process with significant cost implications. Thus pavement
marking requirements should be considered early in the planning and design stages of a project.
C -
y
5.2 Principles
C
5.2.1 Standards
C
1. Purpose of Pavement Markings. Pavement markings shall be used on highways and on
private roads open to public travel to provide guidance and information for the road user.
Q
Major marking types include pavement and curb markings, delineators, coloured
pavements, channelizing devices, and islands. In some cases, markings are used to
supplement other traffic control devices such as signs, signals, and other markings. In other
instances, markings are used alone to effectively convey regulations, guidance, or warnings
in ways not obtainable by the use of other devices.
2. Application of Pavement Markings. The use of pavement markings shall be based on an
engineering study or on engineering judgement. Use of pavement markings shall be kept to
a minimum.
3. Marking Classifications. Like traffic signs, pavement markings may be classified with
respect to the primary function they serve:
a. Regulatory
b. Warning
c. Guidance
Regulatory pavement markings inform road users of actions they shall or shall not take.
Disregard for a regulatory pavement marking represents an offense. For example, crossing
of a solid NO PASSING LINE is illegal, and offending drivers would be subject to citation.
Warning pavement markings warn road users of the existence of hazardous or potentially
hazardous conditions. A DIVIDING LINE that separates two-way traffic warns drivers of the
potential hazard of a head-on collision with oncoming vehicles if that line is crossed. It is not
necessarily a violation to cross that line when turning or passing another vehicle, but the
driver is warned to maintain caution.
Guidance pavement markings help road users understand the path that the roadway
designed intends for their vehicle to follow. An example of such is a GUIDE LINE that may
05-PAVEMENT MARKINGS Page 246 FIRST EDITION – DECEMBER 2016

be used to mark out the travel path through an intersection for vehicular turns that are
unusual and otherwise difficult to understand.
4. Installation of Pavement Markings. Pavement markings shall be installed according to the

guidelines in this Manual for each function type. Section 5.4.1 describes installation
requirements for Regulatory markings, Section 5.4.2 describes installation requirements for
Warning markings, and Section 5.4.3 describes installation requirements for Guidance
markings.
5. Single Meaning. Each standard marking shall be used only to convey the meaning
prescribed for that marking in this Manual. When used for applications not described in this
Manual, markings shall conform in all respects to the principles and standards set forth in
op V1
this Manual.
6. Retroreflectivity. Markings that must be visible at night shall be retroreflective unless
ambient illumination assures that the markings are adequately visible. All markings on
highways shall be retroreflective.
C -
7. Removal of Markings. Markings that are no longer applicable for road conditions or
y
restrictions and that might cause confusion for the road user shall be removed or
C
obliterated to be unidentifiable as a marking as soon as practical.
8. Limitations. Markings have limitations. The visibility of markings can be limited by sand,
C
debris, and water on or adjacent to the markings. Marking durability is affected by material
characteristics, traffic volumes, weather, and location. However, under most road
conditions, markings provide important information while allowing minimal diversion of
Q
attention from the road.
a. It is important for designers to understand the functional significance of the

pavement markings so that their application will be consistent with the use intended.
This chapter is therefore subdivided into sections on a functional basis.
5.2.2 Guidance
1. Before any new road, private road open to public travel, paved detour, or temporary route is
opened to public travel, all necessary markings should be in place.
2. Until they can be removed or obliterated, markings may be temporarily masked with tape
that is approximately the same colour as the pavement.
5.3 General Overview of Pavement and Curb Markings

5.3.1 Marking Types
5.3.1.1 Description and Standards

Pavement markings can further be classified into three basic types:
 Transverse lines.
 Longitudinal lines.
 Symbols.
Transverse lines and markings are those that are placed at right angles or are significantly
nonparallel to the longitudinal axis of the roadway. In general, the purpose of a transverse marking
is to provide a sense of limit across the normal, unimpeded forward movement of a vehicle. A give-

way line is an example of a transverse pavement marking. The give-way line crosses the forward
path of a vehicle to advise a driver to stop or be prepared to stop his forward progress in case the
situation dictates such action. Because transverse lines must be viewed obliquely from an
approaching vehicle, their widths must be substantial to facilitate their detection.
Longitudinal lines run generally parallel to the longitudinal axis of the line of vehicular travel on a
roadway. In general, the purpose of a longitudinal line is to convey a continual message to the
driver of a moving vehicle over an extended length of roadway. A lane line is an example of a
longitudinal line. It provides a continual message to a driver demarcating the separation of two
streams of traffic moving in the same direction. Carelessly crossing a lane line puts one in jeopardy
of a sideswipe collision with vehicles in the adjacent traffic stream.
op V1
Longitudinal lines shall be characterized as follows:
 Broken (often called “Skip-dash”) lines are permissive in character and may be crossed by
a vehicle with due caution. Different spacings between the dashes and different dash
C -
lengths may indicate different functionality (see Section 5.4.3).
y

C
Solid lines are restrictive in nature and should not be crossed except in case of an
emergency.
 Solid double lines convey the same message as a single solid line, but with a greater
C
degree of emphasis and conspicuousness necessitated by a particularly critical situation.
 A double line solid on one side and broken on the other conveys a message of restriction of
Q
movement across it from the solid-line side and a permission of movement across it from
the broken-line side.
 Discontinuities in longitudinal lines, whether solid or broken, indicate by their absence
locations where turns, merges, or diverges are expected to occur.
 The width of the line indicates the degree of emphasis.
 The widths and patterns of longitudinal lines shall be as follows:
- Normal line—100 millimetres to 200 millimetres wide.

- Wide line—at least twice the width of a normal line.
- Double line—two lines equal in width and separated by a gap equal to the width of
the line.
- Broken line—normal line segments separated by gaps (see Section 5.3.1.2).
- dotted line—noticeably shorter line segments separated by shorter gaps than used
for a broken line. The width of a dotted line extension shall be at least the same as
the width of the line it extends (see Section 5.3.1.2).
Symbolic markings convey a roadway-oriented message to a motorist using a single or grouped

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

5.3.1.2 Guidance
1. Broken lines should consist of 3000 mm line segments and 6000 mm gaps for all passing
zones reflected within a centreline of a single carriageway road.
2. Lane lines should use 3000 mm line segments and 6000 mm gaps for speeds under 70
km/h, and 2000 mm line segments with 7000 mm gaps for speeds of 70 km/h and over.
3. A dotted line for line extensions within an intersection or taper area should consist of 500
millimetre line segments and 1500 millimetre gaps. A dotted line used as a lane line should
consist of 1000 millimetre line segments and 3000 millimetre gaps.
5.3.2 Colours
op V1
5.3.2.1 Standards
1. Painted pavement markings shall be either white or yellow except for parking zones where
additional colours may be utilized, particularly relative to pay parking in particular localities
C -
(example, Mawaqif program in Abu Dhabi City). In these cases, curbs are painted as well.
y
C
Raised pavement markers shall have specific colours as denoted in Section 5.4.4.
2. In general, the colour of a marking shall have the following connotations:
C
a. Transverse Markings.
i. White shall be used for regulatory markings.

Q
ii. Yellow shall be used for
1. temporary traffic management markings

2. curb markings indicating parking restrictions, loading zone, or warning of
barrier edge/nose, such as the nose of a median
b. Longitudinal Markings. (See Section 5.3.5 for further details).
i. White shall be used for the longitudinal lines that mark both edges of all
single and dual carriageway roads.
ii. White shall also be used to divide traffic flowing in opposite directions on
single carriageway routes with multiple lanes in each direction, through use
of dual solid-line markings to delineate separate directions.
iii. White shall be used for the longitudinal broken lines that delineate lanes
flowing in the same direction.
iv. White may also be used to divide opposite traffic directions on single
carriageway, two-lane roads, in conjunction with directional arrows on the
pavement and signage defining the two-way nature of the road facility. See
Section 5.3.5.2 for further guidance.
v. Yellow longitudinal markings shall be reserved exclusively for construction
zones and detour markings.
3. Table 5-27 describes the various road types and the correct longitudinal-line applications.
Additionally, there are two other types of longitudinal markings with specialized
applications, that may contain distinctive colours and applications:
a. Parking Curb Markings indicating the nature of a parking zone.

i. Alternating colours of turquoise and gray shall be used to indicate a Mawaqif

pay parking zone.
ii. Alternating colours of turquoise and white shall be used to indicate a
premium Mawaqif pay parking zone, typically next to a major building
entrance.
iii. Either unpainted curbs or gray curbs may be used within zones indicating
that parking is allowed.
iv. Solid yellow shall be used to indicate a loading zone.
v. Alternating colours of gray and yellow shall be used to indicate a no parking
zone as well as the edges of curbs and channelization islands. Yellow shall
be provided on the nose of any channelization island, including barriers that
op V1
protect the front of the island and any signal poles or other devices located
behind the nose of the island.
vi. Solid red shall be used to indicate the presence of fire hydrants along roads.
C -
b. Symbols. White shall be used for all symbol markings.
y
C
Table 5-27: Colours of Longitudinal Pavement Markings
Left Edge of Right Edge of
C
Road Configuration Travel Travel Lane Lines Dividing Lines
Roadway Roadway
1 One-way (single or multilane) White White White (if —
Q
multilane)
2 Two-way, undivided, single lane in — White — See Note 1
each direction
3 Two-way, undivided, multilane in — White White See Note 1
each direction
4 Two-way, divided, multilane in each White White White —
direction
Note 1: White markings may be double-white, white plus broken line (denoting passing permitted on the side with
the broken line provided no oncoming traffic is present), and broken line (passing permitted on either side
provided no oncoming traffic is present).
5.3.2.2 Guidance
1. Where lane use needs to be reinforced ahead of route split locations, route shield designs
may be reproduced as markings centred within the specific lanes. Colours used for the
official route shield signs (refer to Section 4.4 of this Manual) should be used as colours of
symbol markings to simulate the route shields on the pavement.
2. When used in combination with other colours, gray may be used to enhance marking
contrasts but should not be used for stand-alone markings unless there is light-coloured
pavement being used.
5.3.3 Materials
5.3.3.1 Standards
Pavement and curb markings are commonly placed by using paints or thermoplastics; however,
other suitable marking materials, including raised pavement markers and coloured pavements, are
also used. Delineators and channelizing devices are visibly placed in a vertical position similar to
signs above the road.

Some marking systems consist of clumps or droplets of material with visible open spaces of bare
pavement between the material droplets. These marking systems can function in a manner that is
similar to the marking systems that completely cover the pavement surface and are suitable for use
as pavement markings if they meet the other pavement marking requirements of the road agency.
5.3.3.2 Guidance
1. The materials used for markings should provide the specified colour throughout their useful
life.
2. Consideration should be given to selecting pavement marking materials that will minimize
tripping or loss of traction for road users, including pedestrians, bicyclists, and
motorcyclists.
op V1
3. Delineators should not present a vertical or horizontal clearance obstacle for pedestrians.
5.3.4 Configuration
5.3.4.1 Standards
C -
y
C
All broken longitudinal lines have been configured to fit within a nine-metre module. When more
than one longitudinal line is used within a given cross-section of roadway, the modules of each line
C
shall be situated such that they align transversely with each other across the roadway. Intermittent
solid lines shall begin and end to be compatible with the broken line module.
Q
5.3.5 Implementation of this Pavement-Marking Guidance
5.3.5.1 Standards
1. The pavement marking configurations indicated in the following sections are intended for
use in newly constructed roadway projects. In such areas, the pavement marking
configurations and locations shall be followed as prescribed in this manual.
2. However, when pavement markings on existing roadways are in need of upgrade or
maintenance, engineering judgment should be exercised in applying the requirements
contained herein. The final decision in applying the requirements shall be reserved for the
DMAT or road-owning agency authorities.
5.3.5.2 Guidance
1. The following guidelines should be considered in such cases of pavement marking
upgrades or maintenance:
a. When existing pavement markings are either identical to or will be completely

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

i. If the existing marking is well worn and would be relatively inconspicuous in

comparison to the new pavement markings, then the new pavement
markings may be applied without regard to the existing markings (care
should be taken in considering the relative conspicuousness between the
new and old markings at a later point in time when the new markings have
been in service and begin to lose some of their original conspicuousness).
This does not apply to raised pavement markers.
ii. If practical to do so, existing conflicting markings should be completely
removed from the pavement surface.
iii. If the roadway section is scheduled for future resurfacing, but such is far
enough in the future that intermediate pavement marking maintenance is
op V1
necessary, then the existing markings may be retained and maintained even
though they do not fully comply with this manual.
5.4 Detailed Requirements for Pavement and Curb Markings

C -
This section provides details for transverse, longitudinal and symbol pavement marking practices,
y
C
based on regulatory, warning and guidance marking principles, along with basic principles for curb
markings. Section 5.4.5 provides a quick integrated summary of marking length, width, and
spacing needs) as well as basic requirements for raised pavement markings (based on information
C
in earlier sections.
Q
5.4.1 Regulatory Markings

Regulatory pavement markings dictate action that must be taken by a driver when the markings
are encountered. Actions contrary to these markings constitute a traffic violation subject to
enforcement. Regulatory markings exist in transverse, longitudinal, and symbol types of pavement
markings.
5.4.1.1 Stop Line Marking 601

5.4.1.1.1 Standards
1. Purpose. Marking 601 imposes a mandatory requirement that a driver come to a full and
complete stop immediately behind that line and shall always be used in conjunction with a
STOP sign 301 or a red traffic signal. In the event that the STOP sign is missing or a traffic
signal is unlighted due to temporary malfunction, the STOP LINE alone has the full
significance of STOP sign 301. STOP LINE marking 601 shall not be crossed without
stopping except in the case of a green traffic signal or when directed by a Traffic Police
officer. It is thus of critical importance that if a STOP sign or traffic signal is intentionally
removed from service that the associated STOP LINE be removed from the pavement as
well.
STOP LINE Marking 601 shall not be used at locations where drivers are required to give-
way in compliance with a Give-Way sign 302.
2. Appearance and Dimensions. STOP LINE marking 601 shall be a continuous solid white
line transverse and completely across the full width of the travelled portion of the road that
is controlled by a STOP sign or traffic signal. The standard width of STOP LINE marking
601 should be 300 millimetres. On high-speed rural roads where added conspicuousness is
desired, its width may be increased to 500 millimetres.

3. General Positioning. Marking 601 shall be positioned on the road at the location best suited
for safe stopping and a clear view of conflicting traffic consistent with the fact that the
provision of a STOP control implies limited visibility. The preferred position shall be one
metre from the near edge of the intersecting road. However, the STOP LINE may be
located within a range of 500 millimetres up to 10 metres from this edge to take account of
specific aspects of the intersecting road. For example, a larger setback may be needed to
accommodate turning vehicles when one or both of the intersecting roads are narrow or the
intersection is skewed.
4. Marking 601 shall be positioned not less than one metre in advance of PEDESTRIAN
CROSSING marking 603 when such is located at a signalized road junction and preferably
not less than three metres in advance of a signalized midblock PEDESTRIAN CROSSING.
op V1
Figure 5-1: Transverse Regulatory Pavement Markingsillustrates STOP LINE Marking 601.
5.4.1.1.2 Guidance
1. STOP LINE Marking 601 may be staggered longitudinally on a lane-by-lane basis to help
C -
improve the driver’s view of pedestrians, provide better sight distance for turning vehicles,
y
C
and increase the turning radius for left-turning vehicles.
STOP LINE Marking 601 may be broken and then made perpendicular to the curb where
C
wide turning radii or right turn lanes exist. A stop line may be broken if the main stopline for
a single lane approach reaches a maximum length of 5m (or a maximum length of 9 m for a
two-lane approach). Then the length of the stopline that is perpendicular to the curb should
Q
be at least 2 m. Figure 5-1 illustrates the broken STOP LINE Marking 601.
5.4.1.2 Give Way Line Marking 602

5.4.1.2.1 Standards
1. Purpose. Marking 602 imposes a mandatory requirement that a driver should, when in conflict,
stop at the point marked by the line and yield right of way to vehicular and/or pedestrian traffic
crossing his intended path.
Marking 602 should always be used in conjunction with GIVE WAY sign 302 and GIVE
WAY TO PEDESTRIANS sign 303. In the event that a GIVE WAY or GIVE WAY TO
PEDESTRIANS sign is missing, the GIVE WAY LINE alone has the full significance of the
GIVE WAY signs 302 or 303.
Marking 602 shall not be used at locations where drivers are required to stop in compliance
with a STOP sign 301, a traffic control signal, or some other traffic control device.
2. Appearance and Dimensions. GIVE WAY LINE marking 602 shall be a broken white line
transverse and completely across the full width of the travelled portion of the approach road
that is controlled by a GIVE WAY sign 302 or GIVE WAY TO PEDESTRIANS sign 303. The
standard width of a GIVE WAY LINE shall be 300 millimetres. On high-speed rural roads where
higher conspicuousness is desired, its width may be increased to 500 millimetres. The
configuration of the GIVE WAY LINE shall be a repeated pattern of 600 millimetres of line
separated by 300 millimetres of gap.
3. General Positioning. Marking 602 shall be positioned on the road at the location best suited
such that, if on approach to a junction the driver sees that this way is not clear of opposing
traffic, he may stop at the GIVE WAY LINE and have a clear view of approaching crossroad

traffic. It shall be located not less than one metre (500 millimetres absolute minimum) from the
nearest edge of the intersecting road (curb or edge of shoulder). When used in conjunction with
a PEDESTRIAN CROSSING marking 603, the GIVE WAY LINE shall be located in advance a
distance of 3 metres minimum and 6 metres preferred. Figure 5-1 illustrates the GIVE WAY
LINE marking 602.
op V1
Detail 1a: STOP LINE Marking 601
C -
y
C
C
Q
Detail 1b: STOP LINE Marking 601 (broken) to be used in rural areas where there is wide curvature
Detail 2: GIVE WAY LINE Marking 602

op V1
Detail 3: PEDESTRIAN (“ZEBRA”) CROSSING Marking 603
Figure 5-1: Transverse Regulatory Pavement Markings
C -
y
C
5.4.1.2.2 Guidance
C
1. GIVE WAY LINE Marking 602 may be staggered longitudinally on a lane-by-lane basis to
help improve the driver’s view of pedestrians, provide better sign distance for turning
vehicles, and increase the turning radius for left-turning vehicles.
Q
5.4.1.3 Pedestrian Crossing Marking 603

5.4.1.3.1 Standards
1. Purpose. Marking 603 when used at a location not controlled by traffic signals imposes a
mandatory requirement that a driver must yield right of way to pedestrians crossing the
road carrying the same meaning as the GIVE WAY TO PEDESTRIANS sign 303 whether
that sign is present or not. Regardless of its location, within marking 603 pedestrians
always have right of way over vehicles, and vehicles must yield to pedestrians within the
crossing. When used at a signal controlled crossing, marking 603 warns drivers of a
pedestrian crossing location with the likely presence of pedestrians near the road and
invokes a requirement that the driver exercise a high degree of care and caution in the
vicinity.
a. The use of PEDESTRIAN CROSSING marking 603 shall be carefully considered. In

addition to the guidance in Section 5.7.1 of the Abu Dhabi Urban Street Design Manual,
an engineering study should be made for their use away from signal-controlled
intersections. PEDESTRIAN CROSSING marking 603 shall only be installed with the
approval of the DMAT.
2. Appearance and Dimensions. PEDESTRIAN CROSSING marking 603 shall be a broken

white line transverse and completely across the full width of the road and shoulders.
The configuration of the line shall be 500 millimetres line and 500 millimetres gap. The gap
orientation shall be aligned parallel with the direction of vehicular travel at the crossing. The
minimum width of line, measured perpendicular to the axis of pedestrian travel, shall be

three metres. This width may be increased if large volumes of pedestrians are present. A
width basis of 0.5 metres for every 100 pedestrians per hour may be used.
3. General Positioning. At intersections, marking 603 shall be positioned a minimum of 3000

millimetres from the opposing Give Way or Stop lines. A separation of 6000 millimetres is
preferred. Figure 5-1 illustrates the PEDESTRIAN CROSSING marking 603.
5.4.1.4 No Passing Line Marking 611

5.4.1.4.1 Standards
1. Purpose. When used in place of or on the right side of No Passing Line marking 611,
op V1
DIVIDING LINE marking 652 imposes a mandatory requirement that drivers should not
cross or drive on the left-hand side of such marking (with the exception of left turns to or
from private direct access to a property). It shall be used to demarcate sections of two-way
roads where an extreme hazard could result if vehicles are permitted to even temporarily
C -
use an oncoming traffic lane.
y
C
NO PASSING LINE marking 611 shall be used to delineate unsafe passing situations in
areas where the visibility distances are restricted to less than the distances shown in Table
C
5-28. NO PASSING LINE marking 611 shall also be used for purposes of traffic control in
advance of any controlled junction (signal, stop, give way or pedestrian) on a two-way road.
Q
2. Appearance and Dimensions. NO PASSING LINE marking 611 shall be a longitudinal solid
white line (the same colour as DIVIDING LINE marking 652 as applied in the vicinity),
running continuously on or near the centreline of the road.
For construction zones and detours, Marking 611 shall be a longitudinal solid yellow line.
It shall be 100 millimetres wide for posted speeds below 50 km/h and 150 millimetres wide
for posted speeds 50 km/h and above.
Table 5-28: Use of No Passing Line 611 on Curves

Operating Speed Minimum Visibility Distance
(km/h) (metres)
40 120
60 175
80 250
100 320
NOTES:
1. Visibility distance is defined as the distance that a driver with an eye height of 1.05 metres can
view a 1.05-metre-high object in the oncoming lane. NO PASSING LINE marking 611 shall be
used on horizontal or vertical curves to mark sections of two-way roads where the actual visibility
distance on a road is less than the minimum required.
2. Engineering judgment must be applied in using a NO PASSING LINE. Longer lines than those
resulting from application of the above minimums may be justified. When two sections of NO
PASSING LINE are separated by less than the minimum barrier sight distance, for the
appropriate operating speed, the two lines shall be extended and joined.
3. General Positioning. In cases where marking 611 is used to delineate unsafe passing
situations in areas where the visibility distances are restricted to less than the distances shown
in Figure 5-2, marking 611 should be placed on the right side of DIVIDING LINE marking 652
for the entire length of roadway that substandard barrier sight distances exist.

When the NO PASSING LINE marking 611 is used for purposes of traffic control in advance of
any controlled junction (signal, stop, give way or pedestrian) on a two-way road, it should
replace DIVIDING LINE marking 652 starting at the distance given in Figure 5-2 as measured
from the STOP LINE marking 601, GIVE WAY LINE marking 602, or the near edge of
intersecting road. Marking 611 shall continue towards the junction until intersecting those lines,
other painted or curbed island, or the nearest edge of the intersecting road. Table 5-29 shows
the above details.
Figure 5-3 illustrates the variations of NO PASSING LINE marking 611.
Table 5-29: Use of No Passing Line 611 and Channelizing Line 612 at Junctions
op V1
Operating Speed Minimum Length
(km/h) (L in metres)
30 9
40 18
60
C - 27
y
80 36
100
C 54
NOTE:
1. Values of L shown are minimum. Greater values may be justified on engineering judgment. Increases
C
shall be made in multiples of 9 metres.
Q

op V1
C -
y
C
C
Q
Figure 5-2: Longitudinal Regulatory Pavement Markings

op V1
C -
Figure 5-3: Use of No Passing Line 611 at Junction
y
C
5.4.1.5 Channelizing Line Marking 612
C
5.4.1.5.1 Standards
1. Purpose. When used in place of LANE LINE marking 654, Channelizing Line marking 612
Q
imposes a mandatory requirement that drivers not cross that marking from either side.
Marking 612 shall only be used between streams of traffic travelling in the same direction. It
is used to channelize one-way traffic within a lane in areas where lane changes would be
hazardous due to roadway configuration.
2. Appearance and Dimensions. CHANNELIZING LINE marking 612 shall be a longitudinal
solid white line running continuously on the line dividing two lanes of travel in the same
direction. It shall be 100 millimetres wide for posted speeds below 50 km/h and 150
millimetres wide for posted speeds above 50 km/h.
It shall be used in any situation where there is a significant safety or functional benefit that
can be achieved if drivers are required to remain in their current lane over some distance.
Such situations would occur in advance of traffic signals or roundabouts. Exclusive turn
lanes and freeway or other free-flow ramps where one or more lanes are dropped from the
main roadway will have application for marking 612. In such cases a 200-millimeter line
width shall be used.
Figure 5-2 illustrates the dimensions and colour for marking 612.
3. General Positioning. Marking 612 shall be placed between streams of traffic travelling in the
same direction. When used in advance of a signalized junction or a roundabout, marking
612 should be applied for the same limits of minimum length as NO PASSING LINE
marking 611.

5.4.1.6 Edge Line Marking 613

5.4.1.6.1 Standards
1. Purpose. EDGE LINE marking 613 imposes a mandatory requirement that drivers not cross
that marking for purposes of driving or parking on the opposite side except in the case of an
emergency. Marking 613 shall be used to define the edge of pavement when such is not
safe or convenient to define by use of a raised curb or barrier. It shall also be used to
separate a travelled lane from a paved shoulder that must remain accessible in case of
emergency, but that must not be otherwise used for driving or parking. In addition to a
regulatory function EDGE LINE marking 613 performs other important safety functions:
op V1
a. Provides continuous demarcation of the edge of the travelled way, reducing the
tendency of drivers to drift off the road, especially at night and/or under adverse
weather conditions.
b. Provides an indication of turn or exit points from the main road at points of
C -
discontinuity in the line.
y
C
c. Where not otherwise prohibited, provides guidance to pedestrians and bicyclists.
Specially developed types of EDGE LINE marking 613 which are designed to produce an
C
audible and/or vibratory effect when driven over may be specified. Such an application may
be warranted if a problem occurs on a long section of rural road with drivers losing attention
Q
or becoming drowsy and drifting towards the edge of road.
2. Appearance and Dimensions. EDGE LINE marking 613 should be a longitudinal solid white
line running continuously along the right side of the outermost traffic lane and along the left
side of the innermost traffic lane of a divided (or one-way) road.
EDGE LINE marking 613 shall be 150 millimetres wide for posted speeds less than 70 km/h
and 200 millimetres wide for posted speeds 70 km/h and more. Since crossing of marking
613 is not permitted, care must be taken to provide discontinuities at points where access is
intended. If continuous access to a length of roadside area is intended, then marking 613
shall not be used. In such instances when edge delineation is still desired, PARKING
ENVELOPE LINE marking 620 shall be used.
3. General Positioning. Marking 613 shall be positioned to define the edge of pavement or to
separate a travelled lane from a paved shoulder that must remain accessible in case of
emergency, but that must not be otherwise used for driving or parking.
5.4.1.6.2 Guidance
1. A wider EDGE LINE Marking 613 can be used for greater emphasis.

5.4.1.7 Lane Direction Arrow Markings 614 to 619 (including Straight,

Right Turn, Left Turn, Straight/Right, Straight/Left, Right/Left,
and U-Turn)
5.4.1.7.1 Standards
1. Purpose. Markings 614, 615, 616, and 616.1 impose a mandatory requirement that drivers
must travel only in the direction indicated by the arrow if they are in the lane marked by the
arrow. Drivers not wishing to travel in the direction indicated by the arrow must move to an
adjacent lane if not otherwise prohibited from doing so. Markings 614, 615, 616, and 616.1
indicate a single, mandated direction of travel for a lane.
op V1
Markings 617, 617A, 618, and 619 impose a mandatory requirement that drivers must
travel only in one of the two directions indicated by the arrow from the lane in which the
arrow is marked. Drivers not wishing to travel in one of the directions must move into an
adjacent lane if not otherwise prohibited from doing so.
C -
y
C
Figure 5-4 shows typical urban zone treatments for arrow lane markings. When any of the
markings 614 to 619 are located adjacent to a CHANNELIZATION line marking 612 drivers
must stay in their lane and continue in the direction, or one of the directions, indicated by
C
the arrow. RIGHT TURN ARROW marking 615, LEFT TURN ARROW marking 616, and U-
TURN ARROW marking 616.1 shall be used to mark lanes that are exclusively turn lanes at
Q
signalized intersections and roundabouts.

Figure 5-6 addresses freeway and expressway applications – in particular, deceleration
lanes and add-lane situations ahead of grade separations. Marking 615 may be used to
mark exit lanes at grade-separated junctions. THRU/RIGHT ARROW marking 617 may be
used at 20 m prior to a taper to a deceleration lane, followed by a larger, 32 m long arrow
marking 617A at the deceleration taper.
2. Appearance and Dimensions. All LANE DIRECTION ARROW markings shall be white in
colour. Regulatory pavement arrow marking dimensions are illustrated in Figure 5-4 (urban)
and 39 (freeway and expressway).
For freeways and expressways, based on the 85th percentile speed of the roadways, the
length of the Straight Arrow Type 614 shall be as follows:
a. Up to 60 kph – 3 m (urban applications)

b. 60kph-100 kph – 3 m to 6 m (urban high-speed applications)
c. Over 100 kph – 5m (typically) and up to 9 m (urban, intercity and rural high-speed
applications)
For construction zones and for marking detours, the direction arrow markings shall be
yellow in colour.
3. General Positioning. All LANE DIRECTION ARROW markings shall be centred transversely
within the lane to which they apply such that the transverse extremities of the marking are
equidistant from the lane edge on each side.
All lanes at the approach to a signalized intersection shall have one arrow (one of markings
614, 615, 616, 616.1, 617, 617A, 618, or 619) positioned in each lane in line with one
another transversely. This primary row of arrows should be located as close to the junction
as possible while still giving a clear indication of all adjacent lanes with respect to one

another. In any case, the row of arrows shall be positioned so as to be entirely within the
limit of the CHANNELIZING LINE marking 612.
5.4.1.7.2 Guidance
1. Additional LANE DIRECTION ARROW markings should be positioned in advance of this
row of markings in accordance with the following guidelines:
a. For additional exclusive turn lane(s) created at a junction:

i. At the point where the lane(s) are first developed to their full width (but not
closer than 25 metres clear of the primary arrow).
ii. At one intermediate point providing the clear spacing between arrows is not
op V1
less than 25 metres.
b. For basic lanes that are not exclusively straight-ahead only lanes:
i. At 25 metres clear and at 55 metres clear in advance of the primary arrows,
or
C -
y
C
ii. In line transversely with additional exclusive turn-lane arrows.
c. For straight-ahead-only basic lanes approaching a standard signalized intersection:
C
i. No additional STRAIGHT ARROW marking 614.
d. For all lanes approaching a roundabout:
Q
i. At 25 metres clear and at 55 metres clear in advance of the primary arrows

(arrows at 55 metres should be omitted on lightly trafficked roundabouts
which operate under near free flow conditions).
2. When LEFT TURN ARROW marking 616 or U-TURN ARROW marking 616.1 are used to
mark a midblock left-turn or U-turn lane, STRAIGHT ARROW marking 614 should not be
used on the mainline, and the LEFT TURN ARROW marking 616 shall take precedence
over U-TURN ARROW marking 616.1 if both movements are permitted.
3. The above are offered as guidelines and are not intended to preclude the use of good
engineering judgment. For example:
a. Advance arrows should not be used if they may cause confusion due to an entering
side road. Other arrow arrangements can be used in a given situation if needed for
clarity. However, overuse of arrows is generally indicative of confusing geometry
that will unlikely be clarified by additional lane arrows. Arrow markings should not be
used on freeways or similar free flowing roads where overhead signs and
longitudinal lines should provide sufficient delineation.
4. STRAIGHT/RIGHT (or LEFT) ARROW marking 617 (or 618) should not be used to indicate
the point where turning lanes are added to the basic through lanes of a road. They also
should not be used to indicate direct turning points from a mainline lane onto a side road at
mid-block locations.
5. If a section of road in an urban area exceeds 250 meters without encountering a junction,
directional arrows may be placed either at the middle of the road section or at 250 meter
intervals supplemented with two-way warning signs.
6. For rural, high-speed, single carriageway road sections, directional arrows may be placed
at 5km intervals supplemented with two-way warning signs also at 5km intervals. The

locations of the directional arrows and two-way warning signs are staggered so that the
information is seen by drivers every 2.5km.
7. Examples of the use of LANE DIRECTION ARROWS 614 to 619 are illustrated in
Chapter 9.
op V1
C -
y
C
C
Q
Figure 5-4: Typical Regulatory Arrow Pavement Markings (Urban)

op V1
C -
y
C
C
Q
Figure 5-5: Typical Regulatory Arrow Pavement Markings (Highways)

op V1
C -
y
C
C
Figure 5-6: Typical Straight and Diverge Regulatory Arrow Pavement Markings (Freeway and Expressway
Q
Applications)
5.4.1.8 Parking Envelope Line Marking 620

5.4.1.8.1 Standards
1. Purpose. Marking 620 imposes a mandatory requirement that drivers parking their vehicles
within a marked area park such that no part of their vehicle encroaches upon the pavement
area outside a parking envelope so marked. A driver who parks such that any part of his
vehicle overhangs marking 620 should be considered improperly parked.
PARKING ENVELOPE LINE marking 620 is intended for use in areas of low-density
parking where the delineation of individual parking spaces is not considered necessary. A
secondary benefit of the PARKING ENVELOPE LINE is to serve the function of EDGE
LINE marking 613, by delineating the edge of pavement, but without the prohibition of
crossing that line for purpose of parking. The most common usage of the PARKING
ENVELOPE LINE will be the marking of on-street parking areas in residential communities
and other such locales where parking spaces are not in short supply and as such a more
regimented parking arrangement is not warranted.
2. Appearance and Dimensions. PARKING ENVELOPE LINE marking 620 should be a

longitudinal broken white line 100 millimetres wide. The configuration of the PARKING
ENVELOPE LINE should be a repeated pattern of one metre of line separated by a one-
metre gap.
3. General Positioning. Marking 620 should be located at the edge of pavement adjacent to
areas where parking is permitted, but should not be used if the physical space available for
parking is less than 2.2 metres wide.

5.4.1.9 Parking Space Line Marking 621

5.4.1.9.1 Standards
1. Purpose. Marking 621 imposes a mandatory requirement that drivers parking their vehicles
within a marked parking space park such that their vehicle is wholly within the lines defining
the limits of the parking space. A driver who parks such that any part of his vehicle is on,
over, or beyond marking 621 (or an imaginary line connecting the ends of a series of
marking 621 lines) should be considered improperly parked.
PARKING SPACE LINE marking 621 shall always be used to mark parking spaces that are
subject to payment for usage. These provisions apply irrespective of the material used to
op V1
surface the parking area to be marked.
2. Appearance and Dimensions. PARKING SPACE LINE marking 621 should be a solid white
line 100 millimetres in width. It should extend from the curb line (if a curb is present) and
C -
end at the edge of the designated parking bay. For parallel parking space delineation the
y
C
end of the PARKING SPACE LINE should have a 500-millimetre long L-shape for end-
marking of a parallel parking bay, and a 1000 millimetre long T-shape for intermediate lines.
Perpendicular and angled parking space markings generally do not require end shapes
C
since the ends of the more closely spaced PARKING SPACE LINES should clearly
delineate the parking bay limits.
Q
3. General Positioning. PARKING SPACE LINE marking 621 should be used to mark
individual parking spaces in areas where parking space availability is at a premium and the
definition of parking spaces will give an orderly and more efficient usage of area available
for parking.
5.4.1.9.2 Guidance
1. Marking 621 may also be used to designate zones within lay-bys or along curblines that are
designated as stopping areas for certain classes of vehicles.
5.4.1.10 Exclusive Lane or Parking Space Symbol Marking 623

1. Purpose. Markings 623 shall be used to identify the class of vehicle for which an Exclusive
Use Lane is reserved and they impose a mandatory requirement that no other class of
vehicle shall use the lane or parking space designated by marking 623.
2. Appearance and Dimensions. EXCLUSIVE USE LANE SYMBOL markings 623 shall be
white symbol markings normally measuring 5 meters between their longitudinal extremities.
The width of the marking varies according to the symbol design which shall not be a solid
marking, and shall generally have a minimum element width or thickness of 150 mm.
3. General Positioning. Markings 623 symbol details shall be elongated in the direction of
travel and transverse elements should be distorted to improve low angle interpretation of
the symbol, with the exception of 623.6 (LRT) which is specifically designed for visibility by
pedestrians crossing the road.
Typical lane symbols are detailed in Figure 5-7. Note that Bus Lane Marking 623.1 may be
used optionally and is typically reserved for freeway lanes. For arterial bus lanes, Text
Symbol 695 for Bus Lanes (in Arabic and English) shall be used (see Section 5.4.7.1). Bus

Lane Marking 623.1 may be used to supplement Text Symbol 695 for Bus Lanes on
arterials with approval from DMAT. The application of Disabled Parking 623.4 symbol is
op V1
C -
y
C
C
Q
623.1 BUS Lane Marking 623.2 HOV Lane Marking 623.3 BIKE Lane Marking
623.4 DISABLED Parking 623.5 PEDESTRIAN Walkway
Figure 5-7: Exclusive Use Lane or Parking Regulatory Symbol Markings (623.x)

op V1
Figure 5-8: Example of Marking 623.6 – Light Rail Path marking (locate near pedestrian crossings)
C -
y
5.4.2 Warning Markings
C
Warning pavement markings advise motorists of the existence of hazardous or potentially
hazardous conditions. These markings do not carry a mandatory requirement for specific action.
C
However, these markings do convey a message of warning and a wilful disregard of those
warnings may constitute a violation when drivers fail to maintain adequate and safe control of their
Q
vehicle. Warning markings exist in transverse, longitudinal, and symbol types of pavement
markings. VISIBILITY PAINTING marking 691 and TEXT SYMBOL marking 695 also have warning
functions. See Sections 5.4.5.2 and 5.4.5.3, respectively, for discussion of those markings.
Warning markings are illustrated in Figure 5-9. For marking details of raised pedestrian crossing
markings, the user is referred to the Standard Drawings.
5.4.2.1 Rumble Strips Marking 650

5.4.2.1.1 Standards
1. Purpose. Marking 650 may be used to advise motorists through visibility, sound, and
vibration of the presence of a critical regulatory or warning device when this marking is
located within a travelled way. When marking 650 is used within a shoulder or other road
side area they provide a warning to drivers that they are drifting off of the travelled road.
2. Appearance and Dimensions. RUMBLE STRIPS marking 650 shall be positioned
transversely to the direction of vehicle travel. When used within the travelled road, they
shall be formed of or topped with yellow thermoplastic material (for purposes of
conspicuousness and to distinguish them from a STOP LINE marking 601) built up at least
5 millimetres, but no more than 15 millimetres, above the road surface. The width, spacing,
and number of RUMBLE STRIPS used in a single installation may vary to suit conditions as
determined appropriate by an engineering study.
3. General Positioning. As a guideline, a basic rumble strip configuration is recommended to
consist of five transverse white markings 300 millimetres wide spaced such that at
prevailing traffic speeds all five markings will be traversed during an approximately one-
second period. They should be positioned within the first one-third of the clear visibility
distance to the sign of which they forewarn (see Figure 5-9).

4. Disadvantages. The disadvantages of RUMBLE STRIPS within a travelled way are as

follows:
a. Their effect on small, lightweight vehicles such as motorcycles may be pronounced

and undesirable.
b. When used in built-up areas, residences and businesses may find the constant
noise and vibration to be disturbing and a source of irritation.
c. Most motorists do not need rumble strips to be made aware of the situation being
warned. However, all motorists are affected by driving over them.
5. RUMBLE STRIPS shall not be used within a travelled way unless, after all other means of
standard traffic control devices have been evaluated, the DMAT or owning authority for the
op V1
road/street facility agrees that their use is the only reasonable solution to an identified
problem. Their use as such will generally not be permitted on new construction, but rather
as a retrofit to a particular problem area. Rumble strips, where used shall be yellow in
colour, highlighting their use as a tool to considerably slow down traffic, similar to in a work
zone. C -
y
C
5.4.2.1.2 Guidance
C
1. Sets of RUMBLE STRIPS markings 650, as described below, may be specified in order to
reinforce the need for drivers to significantly reduce their speed. Such circumstances will
commonly occur on high speed and/or downhill approaches to STOP or GIVE WAY control
Q
conditions. A typical requirement might involve a need to reduce speed from around 120
km/h to the order of 30 km/h a short distance from the point of control or a change of
direction. The principle to be used provides for a series of sets of five transverse markings
spaced so that each set will be traversed during an approximately one-second period at
progressively decreasing speeds. Each set of markings should in turn be separated from
the last and/or next set by a distance without markings that will be transverse during a
period of 1 to 2 seconds. The configuration and number of sets of five markings required for
a specific site will be dictated by the approach speed and the speed reduction required.
Detail 42-1 illustrates a sequence of sets of RUMBLE STRIPS marking 650 spaced
according to these principles. The number of sets and the overall installation can be
determined from the figure. Alternative designs for rumble strips must be approved by
DMAT or the owning authority for the road / street facility.
2. A more acceptable usage of RUMBLE STRIPS marking 650 will be for use outside of
travelled ways. In such instances, drivers remaining within the travelled way are not
affected by them, but rather they affect only those drivers who are travelling (illegally and/or
accidentally) in areas where they should not be. One particular useful application is on
shoulders of freeways or other roads, especially in long, straight stretches of rural roads.
On such roads drivers may become bored or sleepy and slowly drift into a shoulder area.
The presence of RUMBLE STRIPS in the shoulder may assist a driver in regaining
attention before completely leaving the road.

op V1
C -
y
C
Detail 42-1: RUMBLE STRIPS Marking 650
C
Q
Detail 42-2: SPEED HUMP Marking 651
Detail 42-3: DIVIDING LINE Marking 652 with LANE ARROW Markings 614
Detail 42-4: LANE LINE Marking 654

Direction of Travel

op V1
Detail 42-5: LANE ENDS ARROW 656
C - Figure 5-9: Warning Pavement Markings
y
C
C
Q
Figure 5-10: Guidelines for Using Rumble Strip Marking 650 for Speed Reduction

5.4.2.2 Speed Hump Marking 651

5.4.2.2.1 Standards
1. Purpose. Marking 651 shall be used to warn motorists of the presence of a speed hump in
the road. (The application, geometric design, and construction of speed humps are subject
to engineering evaluation and selective usage.)
2. Appearance and Dimensions. SPEED HUMP marking 651 shall be a broken yellow line
transverse and completely across the full width of the road and shoulders. The
configuration of the line shall be 500 millimetres line and 500 millimetres gap. The gap
orientation shall be aligned parallel with the direction of vehicular travel. The minimum width
of line, measured perpendicular to the axis of the speed hump should be two metres. The
op V1
yellow colour indicates both the need to slow down and serves as a differentiator from
pedestrian crossings.
3. General Positioning. The line should be positioned such that the whole of the line is visible
to approaching traffic and not hidden on the far side of the speed hump. When used on
C -
y
two-way roads where the hump is visible from both directions of approach, the line may be
C
widened to provide a minimum of two metres of visible line from each approach direction.
4. NO PASSING LINE marking 611 and/or CHANNELIZING LINE marking 612 shall be used
C
on each approach to the speed hump for an appropriate distance.
5.4.2.3 Dividing Line Marking 652

Q
5.4.2.3.1 Standards
1. Purpose. Marking 652 shall be used to warn motorists that vehicles travelling on the other
side of the line are travelling in the opposite direction. Motorists may cross marking 652 to
pass another vehicle, but only when it is safe to do so.
2. Appearance and Dimensions. DIVIDING LINE marking 652 shall be a longitudinal broken
white line running continuously on or near the centreline of the road. It shall be used in
conjunction with Arrow Marking 614, which shall be spaced at 250 m intervals (urban
routes) or 5000 m intervals (rural routes) to indicate the directions of traffic. Its configuration
should be a repeated pattern of 3 metres of line followed by 6 metres of gap. It should be
100-millimetres wide for posted speeds below 50 km/h and 150-millimetres wide for posted
speeds above 50 km/h. A DIVIDING LINE should be used on all two-way roads with a
travel width of 5.5 metres or more. It may be used continuously or intermittently on roads of
lesser widths when an engineering assessment determines that such is beneficial for
reason of safety.
For construction zones and detours, Marking 652 shall be a longitudinal broken yellow line.
3. General Positioning. Marking 652 shall run continuously on or near the centreline of the
road.
4. General Notes. DIVIDING LINE markings 652 shall be replaced or supplemented with a
regulatory NO PASSING LINE marking 611 in circumstances where warranted when
crossing the DIVIDING LINE from one or both sides is not permitted.
Neither a DIVIDING LINE nor a NO PASSING LINE shall be used within an intersection of
two public roads where traffic is permitted to turn across an opposing direction of travel.

5.4.2.4 Lane Line Marking 654

1. Purpose. Marking 654 shall be used to warn motorists of the presence of two or more traffic
lanes travelling on a road in the same direction. Motorists may cross marking 654 to
change lanes, but only when it is safe to do so.
2. Appearance and Dimensions. LANE LINE marking 654 shall be a longitudinal broken white
line running continuously on a line separating two lanes of travel in the same direction. Its
configuration should be a repeated pattern of 3 metres of line followed by 6 metres of gap.
It shall be 100 millimetres wide for posted speeds below 70 km/h and 150 millimetres wide
for posted speeds above 70 km/h. A LANE LINE shall be used on one-way travel ways
more than 6.0 metres in width. A LANE LINE shall not be used (or shall be discontinued in
op V1
a tapered section) to mark a lane that will be less than 2.7 metres in width.
For construction zones and detours, Marking 654 shall be a longitudinal broken yellow line.
3. General Positioning. Marking 654 shall run continuously on a line separating two lanes of
C -
travel in the same direction.
y
C
4. General Notes. LANE LINE marking 654 should be replaced with a regulatory
CHANNELIZING LINE marking 612 in circumstances where warranted in areas where
changing lanes is not permitted.
C
Neither a LANE LINE nor a CHANNELIZING LINE should be used within a junction. When
Q
guidance within a junction is required, GUIDE LINE marking 680 should be used (see
Section 5.4.3.1).
5.4.2.5 Lane End Arrow Marking 656

5.4.2.5.1 Standards
1. Purpose. Marking 656 shall be used to warn motorists that a lane on a multilane road is
ending ahead and that they should move out of that lane in the direction indicated at the
earliest opportunity that it is safe to do so. LANE END ARROW marking 656 shall also be
used at the end of a parallel-lane-type entrance ramp but is not intended for use on a
tapered entrance ramp.
2. Appearance and Dimensions. LANE END ARROW marking 656 should consist of a white
slightly curved arrow with the arrow tail along the longitudinal axis of the lane. For
construction zones and detours, marking 656 should be yellow in colour. Figure 5-11
illustrates the LANE END ARROW and the various dimensions that can be used.
3. General Positioning. The arrow should be centred in the lane such that its extremities are
equidistant from the lane edge on each side.
4. When used at the end of a parallel-lane-type entrance ramp, the LANE END ARROW
marking 656 is to be used when a long-running lane on a multilane road ends. It should
also be used at the end of a parallel-lane-type entrance ramp. It is not intended for use on a
tapered entrance ramp. The LANE END ARROW should be repeated in a series of two or
preferably three markings. The last of the arrows in the series should be positioned at the
end of the lane just prior to the point where the lane begins to decrease in width. The
spacing between each LANE END ARROW should be as given in Table 5-30.
5. Table 5-30 and Figure 5-11 illustrate the use of the LANE END ARROW marking 656 for a
freeway on-ramp.

Table 5-30: Lane End Arrows Spacing

Operating Speed Spacing
(km/h) (metres)
40 24
60 32
80 40
100 48
>100 96/641
1Forfreeway lanes, the first two arrows should be spaced 96m apart while the third arrow
should be spaced 64m from the second.
op V1
C -
y
C
C
Figure 5-11: LANE END ARROW Use for Freeway On-Ramp
5.4.2.6 Chevron Marking 657

Q
5.4.2.6.1 Standards
1. Purpose. Marking 657 shall be used to provide warning to motorists of a divergence or
convergence of traffic lanes travelling in the same direction. The marking shall represent an
area of the carriageway that a driver must not enter unless in an emergency or directed by
a policeman in uniform.
2. Appearance and Dimensions. CHEVRON marking 657 shall consist of diagonal white lines
arranged in a chevron pattern as depicted in Figure 5-12 for diverging traffic. For
converging traffic, Figure 5-12 shall be reversed.
3. General Positioning. The CHEVRON shall always point towards the oncoming traffic such
that the sloping legs of the CHEVRON are seen to split the diverging streams of traffic,
“pushing” them away from one another. Marking 657 shall be repeated within a gore area
beginning at the theoretical nose (painted nose) of an exit or divergence point and cease at
the physical nose. For converging traffic, the CHEVRON marking shall also point towards
the oncoming traffic; however, the chevron pattern is reversed and the chevrons shall
gradually become smaller approaching the merge point.
4. General Notes. CHEVRON marking 657 shall only be used in areas not intended for travel
or parking and shall always be separated from a travel area by a 200mm EDGE LINE
marking 613 or a 200mm CHANNELIZING LINE marking 612.

op V1
C -
Figure 5-12: Chevron Marking 657 (Diverging Traffic)
y
5.4.2.7 Hatch Marking 658
C
C
5.4.2.7.1 Standards
1. Purpose. Marking 658 shall be used to provide warning to stay clear of a physical danger
Q
that is present adjacent to their travel lane.

2. Appearance and Dimensions. HATCH marking 658 should consist of repeated diagonal
white lines situated as depicted in Figure 5-13. The dimensions and layout requirements for
the HATCH marking should be similar to those shown for the CHEVRON marking 657 as
3. General Positioning. The HATCH markings shall be oriented such that if they were raised
barriers, they would deflect traffic back into the lane from which they came. A common
usage of HATCH markings is in a median or gore area that separates traffic that is moving
in opposite directions of travel. Such would be the case where a two-way road becomes
divided and vice-versa.
4. General Notes. HATCH marking 658 shall only be used in areas not intended for travel or
parking and should always be separated from a travel area by a NO PASSING LINE
marking 611 or EDGE LINE marking 613.
5.4.2.7.2 Guidance
1. HATCH markings may be used to mark the shoulders of particularly dangerous curves,
lane ends, or roadside obstructions. However, these situations should be thoroughly
evaluated by an engineering study and HATCH markings used only if it is determined that a
significant hazard exists and that HATCH markings may significantly contribute to the
delineation and warning of the hazardous or unusual conditions. In such conditions
consideration should be given to the use of RUMBLE STRIPS marking 650. The routine
usage of HATCH markings should be avoided.

op V1
Figure 5-13: Hatch Marking 658
5.4.3 Guidance Markings

C -
Guidance pavement markings provide help to motorists in understanding the path that they are
y
C
intended to follow where the way may not be otherwise evident. Guidance pavement markings do
not carry a mandatory requirement nor convey an explicit message of warning. Only longitudinal
C
broken lines and TEXT SYMBOL marking 695 (see Section 5.4.7.1) are used for guidance
markings. Guidance markings are illustrated in Figure 5-14.
Q
GUIDE LINE Marking 680
CONTINUITY LINE Marking 681
Figure 5-14: Guidance Pavement Markings
5.4.3.1 Guide Line Marking 680

5.4.3.1.1 Guidance
1. Purpose. Marking 680 may be used within a junction (intersection or roundabout) to provide
guidance to road users. Except in the case of roundabouts, usage of this marking is
optional and should only be considered in instances of nonstandard or confusing geometry,
including sheer junction size.
2. Appearance and Dimensions. GUIDE LINE marking 680 should be a longitudinal broken
white line that follows one or both edges of the most efficient path (from the standpoints of
safety and/or capacity) that a vehicle should follow through an intersection. Its configuration
may vary to suit conditions but a recommended configuration is a repeated pattern of 500
millimetres of line followed by 1500 millimetres of gap. A GUIDE LINE should be 100
millimetres wide.

For construction zones and detours, GUIDE LINE marking 680 should be a longitudinal
yellow line.
3. General Positioning. The primary usage of GUIDE LINE marking 680 will be:
a. To provide turning guidance, particularly for left-turning traffic, at wide intersections

or where the intersecting roadways meet at an angle significantly different than 90
degrees and particularly when there is more than one turning lane.
b. To provide alignment guidance across a wide or complex junction when there is a
shift in the through-alignment across the junction.
c. To mark circulation lanes within a roundabout. In such instances a GUIDE LINE
should be used continuously within the “shadow” of the roadway median islands.
op V1
However in the case of signalized roundabouts, at the stop controls within the
roundabout STOP LINE marking 601 must be used at the signal along with the
CHANNELIZING LINE marking 612 commencing from the STOP LINE and
extending back a distance of 16m. GUIDE LINE marking 680 will then continue from
C -
the end of the CHANNELIZING LINE to a point 16 metres away from the next STOP
y
LINE.
C
4. General Notes. The use of a GUIDE LINE within an intersection should be considered only
C
in exceptional circumstances. Because a GUIDE LINE will almost always cross the path of
one or more intersecting lanes of traffic, particular attention must be given to the
Q
appearance of the line(s) when viewed by drivers other than those whom they are intended
to guide. Care must be taken to avoid the risk of the line(s) creating a confusing pattern that
may mislead other drivers.
5.4.3.2 Continuity Line Marking 681

5.4.3.2.1 Guidance
1. Purpose. Marking 681 may be used to provide guidance for through traffic at discontinuities
in the pavement-edge delineation. Its use is optional and should only be considered in
instances where a curving road geometry and/or a long break in the continuity of the edge
of pavement delineation may be confusing or misleading to a driver.
2. Appearance and Dimensions. CONTINUITY LINE marking 681 should be a longitudinal
broken white line that follows the edge of the through-lane of traffic across an exit ramp, a
slip road exit, or an intersection. Its configuration should be a repeated pattern of 1 metre of
line followed by 1 metre of gap. It should be 150-millimetres wide for posted speeds below
70 km/h and 200-millimetres wide for posted speeds 70 km/h and above.
3. For construction zones and detours, CONTINUITY LINE marking 681 should be a
longitudinal broken yellow line.
4. General Positioning. As a general rule a CONTINUITY LINE marking should not be
extended across an entrance ramp on a freeway or a slip road entrance. In such cases the
convergence of the entering road edge line should provide a clear indication of the forward
alignment of the mainline (see Chapter 7).
5.4.4 Raised Pavement Markers (RPM)

Raised pavement markers may be used to supplement or replace painted line pavement markings
to provide increased visibility and better delineation. They are also effective at discouraging

unnecessary lane changes. Examples of the use of raised pavement markers are illustrated in
Figure 5-15.
5.4.4.1 Overview of Raised Pavement Markers (RPM)

There are two basic classifications of raised pavement markers:
 Retroreflective (R).
 Nonretroreflective (N).
5.4.4.1.1 Standards
1. Purpose.
op V1
a. Retroreflective markers:
i. Shall house a coloured lens of retroreflective material that is designed to
C -
redirect a substantial portion of vehicular head lighting back at a driver for
y
improved night-time long-range visibility
C
ii. Shall be used to supplement white painted lines (or yellow in detour
situations) or nonretroreflective markers.
C
b. Nonretroreflective markers:
Q
i. Do not exhibit retroreflective properties but shall, under daylight or lighted

conditions (street lights or headlights), display a white or yellow body colour
the same as painted lines.
ii. Shall be used to replace white or yellow painted marking. Where roadway
lighting is not to a high standard, nonretroreflective pavement markings shall
be supplemented by retroreflective pavement markings.
2. Appearance and Dimensions.
a. In urban zones, lane lines and channelizing lines on main, divided thoroughfares
may be marked with a combination of retroreflective and nonretroreflective raised
pavement markers.
b. On all non-urban roads, channelizing lines and no passing lines shall be marked
with paint. Nonretroreflective and reflective raised pavement markers may also be
used in most other pavement marking applications when deemed appropriate by the
designer and with the approval of the Department.
3. General Positioning. See Figure 5-15 for general placement of RPMs. See Figure 5-16 for
RPM placements for freeway lane drops (3 to 2 lanes) and Figure 5-17 for RPM placement
for freeway divergence with a lane drop. Figure 5-18 shows the placement of green RPM’s
for the entrance to a typical diverging lane.
5.4.4.1.2 Guidance
1. The following conditions may warrant the use of raised pavement markers:
a. Areas regularly subjected to fog, dust, or blowing sand resulting in reduced visibility.

b. Areas of heavy traffic volumes that rapidly deteriorate painted markings and that are
disruptive to regularly maintain.
c. Isolated areas that have low geometric-roadway-design standards for the traffic
conditions prevailing and that are not scheduled in the near term for improvement.
d. Isolated areas with documented high incidence of collision and/or low levels of lane
discipline by drivers, particularly in curved or complex roadway geometry conditions.
e. Long-term roadworks sites.
f. Freeways (all markings on freeways should be supplemented by R markings).
g. Unlighted rural roadways.
h. Within nonweaving sections of roundabouts.
op V1
2. Under one or more of the following conditions raised pavement markers are generally not
recommended for use:
a. Low operating speeds.

b. Across the entrance and exit points of freeway ramps and other intersecting
C -
connections to major roadways.
y
C
c. On roadways scheduled for resurfacing within three years.
3. When substituting for wide lines, raised pavement markings may be placed laterally
C
adjacent to each other to simulate a wider lane.
Q

op V1
C -
y
C
C
Q
Figure 5-15: Use of Raised Pavement Markings

op V1
C -
y
C
C
Q
Figure 5-16: Placement of RPMs for Lane Drops (3 lanes to 2)

op V1
Figure 5-17: Placement of RPMs for Lane Drops at Freeway Diverge
C -
y
C
C
Q
Figure 5-18: Placement of Green RPMs at Freeway Diverge Entrance
5.4.4.2 Retro reflective RPM Marking R

When a standard pavement marking number is followed by the letter R it means that the marking is
supplemented by the use of retro reflective RPM (e.g., LANE LINE marking 654 R).
5.4.4.2.1 Standards
1. Purpose. The following describe the use of RPM R in various pavement marking
applications:
a. An RPM R shall normally be used at 18-metre intervals (2 times the 9-metre

marking module). Shorter spacing may be justified in certain instances.

b. For broken lines, the RPM R shall be placed in line with the standard pavement
markings, centred in the appropriate gap area of the line.
c. When an RPM R is used to supplement a solid line it shall be placed 100-
millimetres clear of and on the traffic side of the line.
d. When RPM N are used for a dashed line, RPM R shall be placed as they would with
paint.
e. Where RPM N are used in a solid line, an RPM R shall be used in place of a non
reflective RPM N at the appropriate interval.
2. Appearance and Dimensions. When RPM R are used on more than one longitudinal line
on a road, they should be situated such that all RPM R are aligned transversely across the
op V1
road. Four colours of RPM R should be used:
a. White (or clear) markers should be used in conjunction with white-coloured lane line
pavement markings as viewed by approaching drivers. It is used to indicate an,
traffic lane or centre of roadway marking.
C -
b. Amber markers should be used in conjunction with left edge line as viewed by
y
C
approaching drivers.
c. Red colour should be used in conjunction with right edge line as viewed by
C
approaching drivers.
d. Green markers should be used to indicate a length of the edge of the roadway
which may be crossed. It can be used at lane-drop junctions and right turn lanes.
Q
3. General Positioning.
a. White (or clear) markers should be spaced at 18m on the main roadways. The
spacing may be reduced to 9m in certain circumstances, e.g., areas where visibility
may be a problem at times. When used as a bidirectional marker, the backside of
the white (or clear) marker should be red, e.g., on roadway edge lines. White (or
clear) markers should be spaced at 3 metres along both sides of a merge/diverge
nose.
b. Amber markers should be used in a bidirectional setting with red on the backside.
The amber shall always face the on-coming traffic and spaced at 18 meters along
the left edge of the roadway. The spacing may be reduced to 9 metres in certain
circumstances when placed adjacent to hatching where lanes are reduced and
areas where visibility may be a problem,
c. Green markers should spaced at 18 metres at a diverging lane drop beginning at
the 0.8 km advance directional sign (ADS) to the final ADS, at which the spacing is
reduced to 8 metres. Green markers should be spaced at 8 metres across
merging/diverging tapers and right turn lanes. See Figure 5-18 for an example of the
placement of green markers for the entrance to a diverging lane.
5.4.4.2.2 Guidance
1. When traffic utilizes the line on both sides (such as a NO PASSING LINE marking 611 R or
CHANNELIZING LINE marking 612 R) an RPM R may be placed on each side of the line.
Alternatively, an RPM R may be placed within the line. However, this will require masking
the line at the RPM location when the line is painted and each time it is repainted, to
prevent the RPM R from being obscured by paint.

5.4.4.3 Nonretroreflective RPM Marking N

When a standard pavement marking number is followed by the letter N it means that the painted
marking should be replaced by nonretroreflective RPM (e.g., LANE LINE marking 654 N). When
retroreflective markers are used to supplement nonretroreflective markers then both the R and N
letter designation should be used (e.g., LANE LINE marking 654 R/N).
5.4.4.3.1 Standards
1. Purpose. The RPM N shall be used to replace and simulate the painted part of a line.
2. Appearance and Dimensions. Only two colours of RPM N should be used:
op V1
a. White markers should be used to replace white-coloured painted markings.
b. Yellow markers should be used to replace yellow-coloured painted markings.
3. General Positioning. For broken line types, one RPM N should be placed at the point where
the painted segment would begin and one RPM N should be placed at the point where the
C -
painted segment would end. Other RPM N should then be spaced equidistant between
y
C
these such that the centre-to-centre spacing does not exceed one metre. For a solid line
the RPM N should be spaced at one-metre intervals.
4.
C
5. Figure 5-15 illustrates the general layout for RPM.
Q
5.4.5 Summary Table for Spacing of Longitudinal Pavement

Markings
Table 5-31 provides a summary of the aforementioned requirements for all longitudinal pavement
markings, including length and width of the marking (for painted / thermoplastic markings), gaps
between longitudinal markings, and interval between raised pavement markings. Table 5-32
provides a similar summary of the requirements for all longitudinal pavement markings but is
intended as guidance only for maintenance purposes of existing markings.
5.4.6 Curb Painting

The application of paint to the top and face of a curb may be undertaken when authorized or
directed by the DMAT or owning authority for the road / street facility. The painting of a curb can
provide increased visibility and better delineation than concrete-coloured curbs. Curb painting may
also be used to supplement or replace the use of NO PARKING signs. Because curb painting
involves the use of paint near the pavement surface, and because its use and applications are
similar to pavement markings, curb painting is considered to be pavement markings within the
context of this manual.
NO STOPPING is addressed In Section 5.4.6.3 below.
Under certain circumstances the painting of curb faces can play a significant role in regulating
traffic with respect to parking and in warning traffic of the presence of a raised curb.
Finally, curb painting may be an integral element of the regulation of pay parking. Where used for
this purpose, curb painting may use specific colour codes to identify the regulatory nature of the
parking function.

Table 5-31: Longitudinal Pavement Marking Requirements Summary
op V1
C -
y
C
C
Q

op V1
C -
y
C
C
Q

Table 5-32 : Longitudinal Pavement Marking Requirements Summary only for maintenance purposes of existing markings
op V1
Raised Pavement Markers
Widt
Marking Referenc Mark Gap
# Description h Color Spacing Stud Color Purpose
Type e Section (m) (m)
(mm) (m)
C -
Front Back
y
C
No Passing Line
Centre line(undivided carriageway) of low speed
Whit
C
i) Single Line Continuous 100 9 White roads on approach to controlled junction or
e
"overtaking prohibited" section.
ii) Double Line
Q
Two
Continuous
Lines
Overtaking Prohibited Whit Centre line(undivided carriageway) along
(Separated 100 4.5 White White
in both directions e "overtaking prohibited" in both directions.
with 100mm
1 611 5.4.1.4
gap in
between)
Overtaking Prohibited
in one direction
a) Near side of
Whit
overtaking prohibited Continuous 100
e
direction Centre line(undivided carriageway) along
4.5 White White
b) Far side of "overtaking prohibited" in one direction only.
Whit
overtaking prohibited 3 6 100
e
direction
2 612 5.4.1.5 Channelizing Line


Widt
op V1
(mm) (m)
Front Back
i) Speed Less then 50 Whit
Continuous 100 9 White
km/h e Lane line on approach to controlled Junction or
ii) Speed 50 km/h & Whit "overtaking prohibited" section.
C -
Continuous 150 9 White
above e
y
C
Edge Line
i) Speed Less then 70
C
km/h (Optional)
Left Edge (Divided Whit
Continuous 150 18+ Amber Red
Q
Carriageway) e
Left Edge (Undivided Refer Dividing Line marking
Carriageway) (652)
Right Edge (Divided Whit
Continuous 150 18+ Red
Carriageway) e
3 613 5.4.1.6 Right Edge (Undivided Whit
Continuous 150 18+ Red Red*
Carriageway) e
ii) Speed 70 km/h &
Above
Left Edge (Divided Whit
Continuous 200 18 Amber Red
Carriageway) e
Left Edge (Undivided Refer Dividing Line marking
Carriageway) (652)
Right Edge (Divided Whit
Continuous 200 18 Red
Carriageway) e


Widt
op V1
(mm) (m)
Front Back
Right Edge (Undivided Whit
Continuous 200 18 Red Red*
Carriageway) e
Marking of On-street parking in low density
C -
Whit
4 620 5.4.1.8 Parking Envelope Line 1 1 100 Not Used areas, where the delineation of individual
y
e
C
parking spaces is not considered necessary.
Dividing Line
C
Centre line(undivided carriageway) of low speed
i) Speed Less then 50 100 Whit roads. Supplemented with directional arrows at
3 6 9+ White White 250m interval.
Q
km/h (150) e
5 652 5.4.2.3 Centre line(undivided carriageway) of high

speed roads or rural highway. Supplemented
with directional arrow markings and two way
ii) Speed 50 km/h & 150 Whit warning signs at 5km intervals. Directional
3 6 18 White White
Above (200) e arrow markings and two way warning signs shall
be staggered equally.
Lane Line
3# 6 100 18 White Red*
6 654 5.4.2.4 km/h e
Two or more traffic lanes in the same direction.
ii) Speed 70 km/h & Whit
2 7 150 18 White
Above e


Widt
op V1
(mm) (m)
Front Back
Guide Line To guide the vehicle movement in the
(Lane extension Whit intersection area of non-standard junction
7 680 5.4.3.1 0.5 1.5 100 Not Used
markings through e layouts. This is for limited use only with
C -
junction area) necessary authorizations.
y
C
Continuity Line
To provide guidance for through traffic at
C
1 1 150 Not Used discontinuities in the pavement edge
km/h e
delineation.
8 681 5.4.3.2
To provide guidance for through traffic at
Q
discontinuities in the pavement edge
ii) Speed 70 km/h & Whit
1 1 200 8 Green delineation.
Above e
To delineate the through lane from entry/exit
ramp.
Notes:
All Studs at 18m spacing should be reduced to 9m in the following cases: on bends with radius of curvature less than 450m; along the right edge line marking with
1)
deceleration/ acceleration lane; and any section that requires warning.
2) The white lane line studs shall be staggered 9m longitudinally relative to the left edge line amber/red studs.
For edge line (613) the studs shall be positioned 100mm away from the line marking towards the traffic. No Passing (Double line) marking white studs shall be placed in
3) between two line marking. For all other line markings mentioned in the above table, studs shall be positioned along the line marking. In case of solid line marking a 100mm
longitudinal gap is to be provided if required on both sides of studs to protect the studs during remarking/maintenance.
# 3m marking could be replaced with 4 nos of circular ceramic studs at 1m interval, where frequent deterioration is expected in urban roads.
+ Optional in urban areas.

5.4.6.1 No Parking Marking 690

5.4.6.1.1 Standards
1. Purpose. Marking 690 is used to advise motorists of specific areas along a curbline where
parking is prohibited. The use of marking 690 imposes a mandatory requirement on a
motorist that he not park his vehicle adjacent to a curbline so painted.
2. Appearance and Dimensions. NO PARKING marking 690 should consist of painting the top
and front face of a curb with alternating sections of gray- and yellow-coloured paint. The
pattern and lengths of the sections should be the same as described for VISIBILITY
PAINTING marking 691.
3. General Positioning. Painting of the curb shall extend from the point where the parking
op V1
restriction begins and should be a continuous, solid marking to the point where the parking
restriction ends.
5.4.6.1.2 Guidance
C -
y
1. Marking 690 may be used to supplement NO PARKING signs 377, 378, and 379 when
C
such is required for additional emphasis of a no-parking area, or when geometry is such
that the extent of the no-parking area is not clearly delineated by the use of signs only.
C
Marking 690 may also be used alone to delineate no-parking areas. Such applications will
be most likely in cases where no-parking areas are broken and interspersed among areas
where parking is permitted. In such cases it may be difficult or impractical to regulate by
Q
signing and the use of curb painting may be more appropriate.

2. It is not the intent of the DMAT that all curbs in the Emirate of Abu Dhabi where parking is
prohibited be painted with NO PARKING marking 690 (nor signed with NO PARKING signs
377, 378, and 379). In areas where parking is clearly not permitted and motorists are
complying with such restrictions, then no further parking prohibition measures in the form of
signs or curb painting is necessary.
3. In locations where the engineer may wish to use NO PARKING marking 690 but no curbs
are present, an EDGE LINE marking 613 should be used and will have the same effect as
marking 690.
5.4.6.2 Visibility Painting Marking 691

5.4.6.2.1 Standards
1. Purpose. Marking 691 is used to improve the visibility of raised curbs and to warn motorists
of the presence of those curbs. The use of marking 691 has no regulatory function and
neither permits nor prohibits the parking of vehicles adjacent to curbs so marked. (Note:
Marking 696 refers to the use of visibility painting markings for pay parking regulations. For
example, yellow-and-black markings should always be used to represent no-parking zones,
including roundabouts)
The primary benefit of VISIBILITY PAINTING marking 691 is the delineation of curbs in
turning areas such as intersections and traffic separator islands. The use of marking 691 on
long stretches of straight curb on well-lighted roadways is of limited benefit from a traffic-
safety standpoint. While such sections may receive VISIBILITY PAINTING, its use should
be weighed against the initial and long-term costs of doing so.

2. Appearance and Dimensions. In urban areas, VISIBILITY PAINTING marking 691 shall
consist of painting the top and front face of a curb with alternating sections of gray- and
white-coloured paint. The length of a white section and the length of a gray section shall be
equal to each other. When precast curbs are used, each section (or every two sections in
the case of short curb sections) may be painted with alternating colours such that the length
of each colour will be in the range of 500 millimetres to 900 millimetres to match individual
curbs. When short curbs are used around curves the adjacent length of marking shall be
retained. Because of the stroboscopic effect of viewing alternating painting from a moving
vehicle, curbs or barriers with an exposed front face higher than 400 millimetres shall not
receive marking 691 over a significant length of roadway. Where such high curbs or
barriers are used, VISIBILITY PAINTING marking 691 shall be limited only to discrete areas
op V1
where added visibility is required.
3. General Positioning. Figure 5-19 and Figure 5-20 illustrate some standard curb painting.
5.4.6.3 Curb Painting for No Stopping along Roadway Marking 695

C -
y
5.4.6.3.1 Standards
C
1. Purpose. Along roads, curb painting using Marking 695is used in conjunction with NO
STOPPING sign 370 and FIRE HYDRANT SUPPLEMENTARY PLATE 590 to reinforce to
C
motorists the prohibition against stopping in front of a fire hydrant.
2. Appearance and Dimensions. In front of fire hydrants, Roadway Marking 695 shall include
Q
red painted curbstones for a length of 12 metres, six metres to either side of the fire hydrant
and the fire hydrant combination sign.
3. General Positioning. Figure 5-19 illustrates curb painting for fire hydrants along roads.
Figure 5-19: Curb Painting for Fire Hydrants Along Roadways Using No Stopping Marking 695

op V1
C -
y
C
C
Q
Figure 5-20: Curb Painting and Pavement Marking for Fire Hydrants Adjacent to Parking Spaces

5.4.6.4 Parking Zone and Delineation Markings 696

5.4.6.4.1 Standards
1. Purpose. Marking 696 is used for the following purposes:
a. to indicate the presence of free or pay parking zones in those jurisdictions which
include pay parking (e.g., Abu Dhabi City MAWAQIF program).
b. To provide visibility for pavement edge and channelization activities.
2. Description: The marking consists of the delineation of long stretches of straight curb which
permit no parking, or may permit parallel, angle or perpendicular parking next to it,
op V1
depending on the nature of the pavement markings used. Figure 5-21 describes the options
below.
C -
y
C
C
Q
Figure 5-21: Parking Zone / Delineation Curb Colours
3. Appearance and Dimensions. Marking 696 shall consist of painting the top and front face of
a curb with the colours as described below:
a. Delineation.
i. Where the curbs of the islands become parallel to the direction of traffic flow
it is not necessary to mark the curbs unless a study indicates the need for
this type of delineation. Where these curbs are marked, the colours shall
conform to the general principles of pavement markings.
ii. In urban areas, reflectorized, alternating gray and yellow paint shall be
placed on the curbs of intersection islands located in the line of traffic flow
where the curb serves to channel traffic to the right or to the left of the island.

This also serves to indicate that no parking is permitted. This colour

combination may also be used for roundabout curbs.
iii. For the delineation of freeways and dual carriageways, gray paint shall be
placed on the curbs.
iv. Curbs at openings in a continuous median island need not be marked unless
individual study indicates the need for this type of marking for indicating the
visibility of the opening.
b. Free Parking. Alternating sections of gray and white coloured paint for free parking
zones, each section of which is of equal length. When precast curbs are used, each
section (or every two sections in the case of short curb sections) may be painted
op V1
with alternating colours such that the length of each colour will be in the range of
500 millimetres to 900 millimetres to match individual curbs.
c. Standard Pay Parking. Alternating sections of dark gray-and-turquoise-coloured
paint for standard pay parking zones, each section of which is of equal length.
C -
When precast curbs are used, each section (or every two sections in the case of
y
short curb sections) may be painted with alternating colours such that the length of
C
each colour will be in the range of 500 millimetres to 900 millimetres to match
individual curbs.
C
d. Premium Pay Parking. Alternating sections of white-and-turquoise coloured paint for
premium pay parking zones, each section of which is of equal length, and typically
located closest to major commercial developments. When precast curbs are used,
Q
each section (or every two sections in the case of short curb sections) may be
painted with alternating colours such that the length of each colour will be in the
range of 500 millimetres to 900 millimetres to match individual curbs.
e. Disabled Persons Parking. Blue-coloured paint, used in combination with disabled-
driver parking signs in zones that are reserved for vehicles that are registered to
disabled persons and contain the appropriate regulatory stickers or windshield
hang-tags. Example is illustrated in Figure 5-22.
Figure 5-22: Disabled Parking Zone Curb Example

5.4.7 Object Marker Design
5.4.7.1 Overview of Object Markers

5.4.7.1.1 Standards
1. Purpose. Object markers are used to mark obstructions within or adjacent to the roadway.
When used, these markers shall consist of an arrangement of one or more of the following
designs:
a. Type 1
b. Type 2
op V1
c. Type 3
a. Type 1 markers consist of an all-yellow reflective diamond panel 450 millimetres in

C -
y
size. A variant of this marker type incorporates nine yellow reflector units in the
C
panel. Each reflector unit should have a dimension of approximately 75 millimetres
mounted symmetrically on a 450-millimetre diamond-shaped yellow panel. Type 1
C
markers may be larger if conditions warrant (see Figure 5-23, Detail 1).
b. Type 2 is a striped vertical rectangle approximately 300 millimetres by 900
millimetres in size with alternating black and reflectorized yellow stripes sloping
Q
downward at an angle of 45° toward the side of the obstruction on which traffic is to
pass. The minimum width of the yellow stripe should be 75 millimetres. Type 2
object markers with stripes that begin at the upper right side and slope downward to
the lower left side are to be designated as “right” object markers (see Figure 5-23,
Detail 2).
c. Type 3 markers indicate the end of a roadway. When it is determined that markers
should be placed at the end of a roadway where there is no alternative vehicular
path, a marker consisting of nine red reflectors, each with a minimum dimension of
approximately 75 millimetres, mounted symmetrically on a 450-millimetre red
diamond panel; or a 450-millimetre diamond reflectorized red panel should be used.
More than one marker or a larger marker may be used at the end of the roadway
where conditions warrant. The minimum mounting height of this marker should be
1.20 m. Appropriate advance warning signs should be used (see Figure 5-23, Detail
3).
3. General Positioning. Obstructions within the roadway and adjacent to the roadway shall be
marked with a Type 1 or Type 2 object marker. The general positioning of Type 1 and Type
2 markers are discussed below:
a. For Objects in the Roadway.
For additional emphasis, a large surface such as a bridge pier may be painted with
diagonal stripes, 300 millimetres or more in width, similar in design to the Type 2
object marker. For Type 2 object markers, the alternating gray and reflectorized
yellow stripes should be sloped down at an angle of 45° toward the side of the
obstruction that traffic is to pass. The minimum mounting height should be 1.20
metres. Appropriate signs directing traffic to one or both sides of the obstruction

may be used in lieu of the object marker. In addition to markings on the face of an
obstruction in the roadway, warning of approach to the obstruction should be given
by appropriate pavement markings. Where the vertical clearance of an overhead
structure exceeds the maximum legal height of a vehicle by less than 0.3 m, the
clearance to the nearest 0.1 m on a regulatory sign should be clearly marked on the
structure as well as on the advanced warning sign.
b. For Objects Adjacent to the Roadway.
Objects not actually in the roadway may be so close to the edge of the road that a
marker is required. These include guardrail ends, underpass piers, bridge
abutments, handrails, and culvert headwalls. In some cases, a physical object may
op V1
not be involved, but other roadside conditions such as narrow shoulder drop-offs,
gores, small islands, and abrupt changes in the roadway alignment may make it
undesirable for a driver to leave the roadway. Type 2 object markers are intended
for use at such locations. The inside edge of the marker shall be in line with the
C -
inner edge of the obstruction. Standard warning signs shall also be used where
y
C
applicable. Typical applications of markers for roadside obstructions are shown in
the figure below.
C
Type 3 markers indicate the end of a roadway and should thus be placed at the
point depicting where no alternative vehicular path is possible.
Q
Figure 5-23: Object Markers

op V1
C -
y
C
C
Q
Figure 5-24: Examples of Delineator Placement
5.4.8 Text Pavement Markings

Text pavement markings may be used to supplement other pavement markings or signs only when
specifically authorized or directed by DMAT.

The use of text pavement markings should be strictly limited to situations where no other option to
present or reinforce the required message to drivers is available. No specific applications for such
markings are anticipated. The provision of such markings in this manual should not be taken as an
encouragement for their use. Rather, they are described herein to provide a standard should there
be a requirement for such in an isolated instance.
5.4.8.1 Text Symbol Marking 695

5.4.8.1.1 Standards
1. Purpose. Markings 695 may be used to provide specific localized amplification of existing
regulatory, warning, or guide road signs or pavement markings, particularly if there are
op V1
particular sight distance, geometric conditions or distracting background conditions that
may limit visibility of accompanying signs.
2. Appearance and Dimensions. TEXT SYMBOL markings 695 shall be the Emirate of Abu
Dhabi standard Arabic and English fonts.
C -
y
C
English text messages shall use only upper case letters and, if appropriate, numbers.
Stencils for text messages shall be prepared based on 400-millimetre “x” height letters on
their tile back backgrounds which are then distorted by stretching five times in the vertical
C
direction while maintaining an unaltered width. The nominal height of the resultant Arabic
aleph shall be 3400 millimetres and the English upper case letters shall be 2800
Q
millimetres.
3. General Positioning. A TEXT SYMBOL message shall be limited in length so that it can be
centred between parallel longitudinal pavement markings, or such a marking and a
curbline, with a minimum clearance on each side of 150 millimetres. The separation
between the Arabic and English text will be achieved by stacking the distorted respective
tiles.
4. Applications. Examples of two possible applications are shown in Figure 5-25 below.
Please note that “Stop” text applications should be limited to locations where visibility of the
stop sign may be impacted by geometrics or distracting backgrounds. Additional
applications may include the Arabic and English words for “ONLY”, which are to only be
used in advance of turn arrows in exclusive turn lanes if it is necessary to further define the
enforcement of these movements.
Figure 5-25: Examples of Text Symbol 695

5.4.9 Delineation
5.4.9.1 Delineators
5.4.9.1.1 Overview
Road delineators are light-retroreflective devices mounted in series at the side of the roadway to
indicate the roadway alignment. Delineators are effective aids for night driving and considered as
guidance devices rather than warning devices. Delineators may be used on long, continuous
sections of highway or through short stretches where there are changes in horizontal alignment,
particularly where the alignment might be confusing or at pavement-width transitions. An important
advantage of delineators in certain areas is that they remain visible when the roadway is wet.
op V1
Delineators should consist of reflector units capable of clearly reflecting light under normal
atmospheric conditions from a distance of 300 metres when illuminated by the upper beam of
standard automobile lights. Reflective elements for delineators should have a minimum area of
approximately 100 cm².
C -
y
C
Double delineators consist of two reflector units, one mounted above the other. Elongated
reflective units of appropriate size may be used in place of the two reflectors.
C
5.4.9.2 Delineator Application
Q
5.4.9.2.1 Standards
1. Purpose. Delineation is intended to be a guide to the vehicle operator as to the alignment of
the highway. Whatever is needed to provide that guidance in a clear and simple way should
be installed.
2. Appearance and Dimensions. The colour of delineators shall, in all cases, conform to the
white colour of edge lines.
Single delineators shall be provided on the right side of expressway roadways and on at
least one side of interchange ramps. These delineators may be provided on other classes
of roads. Single delineators may be provided on the left side of roadways and should be
provided on the outside of bends on interchange ramps.
Where median crossovers are provided for official or emergency use on divided highways
and these crossovers are to be marked, a double-yellow delineator shall be placed on the
left side of the through roadway on the far side of the crossover for each roadway.
3. General Positioning. Delineators, if used, shall be mounted on suitable supports so the top
of the reflecting head is approximately 1.20 m above the near roadway edge. Delineators
shall be placed not less than 1.0 m or more than 2.0 m outside the outer edge of the
shoulder, or if appropriate, in the line of the guardrail. Delineators may be mounted on the
guardrail at a height less than 1.2 m.
Delineators shall be placed at a constant distance from the edge of the roadway. However,
where a guardrail or other obstruction intrudes into the space between the pavement edge
and the extension of the line of delineators, the delineators shall be in line with or inside the
innermost edge of the obstruction.

Normally, delineators shall be spaced 60 m to 160 m. When normal uniform spacing is

interrupted by driveways, crossroads, or similar interruptions, delineators falling within such
areas may be moved in either direction, a distance not exceeding one-quarter of the normal
spacing.
Delineators still falling within such areas shall be eliminated. On expressways, a normal
delineator spacing is 100 m.
Double or vertically elongated delineators shall be installed at 30-metre intervals along

acceleration and deceleration lanes.
Spacing shall be adjusted on approaches and throughout horizontal bends so that several
op V1
delineators are always visible to the driver. Table 5-33 shows suggested maximum spacing
for delineators at bends.
5.4.9.2.2 Guidance
C -
1. Red delineators may be used on the reverse side of any delineator whenever it would be
y
C
viewed by a motorist travelling in the wrong direction on that particular ramp or roadway
2. Delineators of the appropriate colour may be used to indicate the narrowing of a pavement.
C
The delineators should be used adjacent to the lane affected for the full length of the
convergence and should be so placed and spaced to show the width reduction. Delineation
is not necessary for the traffic moving in the direction of a wider pavement or on the side of
Q
the roadway where the alignment is not affected by the convergence. On a highway with
continuous delineation on either or both sides, delineators should be carried through the
transition, and a closer spacing may be warranted.
3. Delineation is optional on sections of roadway between interchanges where fixed-source
lighting is in operation.
Table 5-33: Suggested Maximum Spacing for Highway Delineators on Bends

Radius of Bend (R) Spacing on Bend (S)
(metres) (metres)
15 6
30 7.5
45 9
60 10.5
75 12
90 13.5
120 16.5
150 19.5
180 21
210 22.5
240 24
270 25.5
300 27
Spacing for radii not shown may be interpolated from the table. The minimum spacing shall be 6 metres.
The spacing of the first delineator on a tangent adjacent to a bend shall be 2S, the second 3S, and the
third 6S, but not to exceed 100 metres.

5.4.9.3 Coloured Pavements

Coloured pavements consist of differently coloured road paving materials, such as coloured
asphalt or concrete, or paint or other marking materials applied to the surface of a road or island to
simulate a coloured pavement.
If non-retroreflective coloured pavement, including bricks and other types of patterned surfaces, is
used as a purely aesthetic treatment and is not intended to communicate a regulatory, warning, or
guidance message to road users, the coloured pavement is not considered to be a traffic control
device, even if it is located between the lines of a crosswalk.
5.4.9.3.1 Standards
op V1
1. Purpose. Coloured pavements can be used as an aesthetic treatment or to communicate a
regulatory, warning, or guidance message to road users.
a. Coloured pavements shall not be used as a traffic control device, unless the device
C -
is applicable at all times.
y
C
2. Appearance and Dimensions. If coloured pavement is used within the travelled way, on
flush or raised islands, or on shoulders to regulate, warn, or guide traffic or if retroreflective
C
coloured pavement is used, the coloured pavement is considered to be a traffic control
device and shall be limited to the following colours and applications:
Q
a. Yellow pavement colour shall be used only for flush or raised median islands
separating traffic flows in opposite directions or for left-hand shoulders of roads of
divided roads or one-way streets or ramps.
b. White pavement colour shall be used for flush or raised channelizing islands where
traffic passes on both sides in the same general direction or for right-hand
shoulders.
c. Red pavement colour may be used across the full pavement width at locations
where speed reductions are required, and may be accompanied by speed limit
markings at the start and end of the speed reduction zone showing the change in
speed limit.
d. Red pavement colour may be used at the start of school zones where reduced
speeds are required.
5.4.9.3.2 Guidance
1. Coloured pavements used as traffic control devices should be used only where they
contrast significantly with adjoining paved areas.
2. Coloured pavement located between crosswalk lines should not use colours or patterns
that degrade the contrast of white crosswalk lines, or that might be mistaken by road users
as a traffic control application.

5.4.10 Barricades and Channelizing Devices
5.4.10.1 Barricades
1. Purpose. Red-and-white barricades (Device 7460) are to warn and alert drivers of the
terminus of a road, street, or highway in other than construction or maintenance areas.
2. Appearance and Dimensions. The stripes on the barricades shall be reflectorized white and
reflectorized red. The dimensions of barricades are discussed in Chapter 11, Section
11.6.2.
3. General Positioning. These devices may be used to mark any of the following type
op V1
locations:
a. Roadway ends in a dead end or cul-de-sac with no outlet.

b. A ramp or lane closed for operational purposes.
C -
c. The permanent or semi-permanent closure or termination of a roadway.
y
C
A typical barricade is illustrated below.
C
Q
Figure 5-26: Typical Barricade
5.4.10.2 Channelizing Devices

Channelizing devices, as described in Chapter 11 for Temporary Traffic Management, such as
cones, tubular markers, vertical panels, drums, lane separators, and raised islands, may be used
for general traffic control purposes such as adding emphasis to reversible lane delineation,
channelizing lines, or islands. Channelizing devices may also be used along a centre line to
preclude turns or along lane lines to preclude lane changing, as determined by engineering
judgment.

1. Purpose. Traffic cones and tubular markers (7459) are sometimes used outside of
construction and maintenance areas for general traffic control purposes. Such uses include
adding emphasis to channelizing lines or islands. Where possible, permanent tubular
markers shall be used in lieu of cones, unless it is required to regularly manually relocate
the cones in order to do reversible traffic operations on a day-to-day basis.
2. Appearance and Dimensions. These devices shall be a minimum of 450 millimetres in
height and made of materials to withstand impact without damage to the devices or
vehicles. Large-size devices shall be used wherever more conspicuous guidance is
needed. Detailed discussion of these devices are contained in Chapter 11, section 11.6.2.
op V1
The colour of tube markers outside construction and maintenance areas shall be the same
as the pavement marking these devices are supplementing or substituting (i.e., if tubular
markers are used along a solid double yellow longitudinal line separating traffic directions,
these markers shall also be yellow). These markers shall be kept clean and bright for
C -
maximum target value. For night-time use, the markers shall be reflectorized or internally
y
C
illuminated. Two typical channelizing devices (a tube and a cone) are illustrated in Figure
5-27.
C
3. General Positioning. Channelizing devices shall be positioned based on an engineering
study. The devices should clearly emphasize the appropriate traffic path for motorists.
Q
Figure 5-27: Typical Channelizing Devices (7459)
5.4.10.3 Traffic Islands

1. Purpose. Channelizing devices, when used in advance of islands having raised curbs, shall
not be placed in such a manner as to constitute an unexpected obstacle.

a. The ends of islands first approached by traffic shall be preceded by diverging

longitudinal pavement markings on the road surface, to guide vehicles into desired
paths of travel along the island edge.
b. When raised bars or buttons are used in these neutral areas, they shall be marked
with white or yellow retroreflective materials, as determined by the direction or
directions of travel they separate.
c. Markings, as related to islands, shall consist only of pavement and curb markings,
channelizing devices, and delineators.
d. Islands outlined by curbs or pavement markings shall be marked with retroreflective
op V1
white or yellow material as determined by the direction or directions of travel they
separate.
e. The retroreflective area shall be of sufficient length to denote the general alignment
of the edge of the island along which vehicles travel, including the approach end,
C -
when viewed from the approach to the island.
y
f. Delineators installed on islands shall be the same colours as the related edge lines
C
except that, when facing wrong-way traffic, they shall be red.
g. Each road through an intersection shall be considered separately in positioning
C
delineators to assure maximum effectiveness.
5.4.10.3.2 Guidance
Q
1. Pavement markings may be used with raised bars to better designate the island area.
2. Pavement markings for the approach to an obstruction may be omitted on the approach to
a particular island based on engineering judgment.
3. On long islands, curb retroreflection may be discontinued such that it does not extend for
the entire length of the curb, especially if the island is illuminated or marked with delineators
or edge lines.
4. Retroreflective or internally illuminated raised pavement markers of the appropriate colour
may be placed on the pavement in front of the curb and/or on the top of curbed approach
ends of raised medians and curbs of islands, as a supplement to or as a substitute for
retroreflective curb markings.
5.5 Roundabout Markings

Roundabout pavement markings have been addressed in previous sections of this chapter.
Examples and applications specifically pertinent to roundabout pavement markings can be found in
Chapter 9.

6 SCHOOL ZONE TRAFFIC CONTROL

6.1 General Principles
Chapter 3 contains information regarding unauthorized devices and messages, the application of
standards, the maintenance of traffic control devices, placement authority for traffic control devices,
and engineering studies and the assistance that is available to jurisdictions that do not have
engineers on their staffs who are trained and/or experienced in traffic control devices.
Provisions contained in Sections 4.1 and 4.2 are applicable in school areas. Chapter 5 contains
provisions regarding pavement markings that are applicable in school areas.
op V1
6.1.1 Need for Standards
6.1.1.1 Description
C -
y
Regardless of the school location, the best way to achieve effective traffic control is through the
C
uniform application of realistic policies, practices, and standards developed through engineering
judgment or studies.
C
Pedestrian safety depends on public understanding of accepted methods for efficient traffic control.
This principle is especially important in the control of pedestrians, bicycles, and other vehicles in
Q
the vicinity of schools. Neither pedestrians on their way to or from school nor other road users can
be expected to move safely in school areas unless they understand both the need for traffic
controls and how these controls function for their benefit.
Procedures and devices that are not uniform might cause confusion among pedestrians and other
road users, prompt wrong decisions, and contribute to crashes. To achieve uniformity of traffic
control in school areas, comparable traffic situations need to be treated in a consistent manner.
Each traffic control device and control method described in this chapter fulfils a specific function
related to specific traffic conditions.
A uniform approach to school area traffic controls assures the use of similar controls for similar
situations, which promotes appropriate and uniform behaviour on the part of motorists,
pedestrians, and bicyclists.
A school traffic control plan permits the orderly review of school area traffic control needs, and the
coordination of school/pedestrian safety education and engineering measures. Engineering
measures alone do not always result in the intended change in student and road user behaviour.
School traffic control plans may result in the following definitions:
 School zone locations

 School crossing locations within the school zone
 School crossing locations external to the school zone
Reduced speed limit signs for school areas and crossings are included in this Manual solely for the
purpose of standardizing signing for these zones and not as an endorsement of mandatory
reduced speed zones. “School” and “school zone” are defined in the Glossary.
06-SCHOOL ZONE TRAFFIC Page 306 FIRST EDITION – DECEMBER 2016

CONTROL
6.1.1.2 Standards
1. A school zone shall be designated on all streets where school children enter or exit a
school or a school compound, on foot, directly onto the street.
2. A school zone shall include temporary speed limit reductions that are in force during
designated hours (including the periods before and after school hours where children are
required to cross the road, as well as during school hours).
3. School crossings shall be located as part of school zones, but only for roads in which
normal travel speeds are 60 km/h or less.
4. School zones shall not be designated, nor shall school crossings be placed, along roads
with greater than 60 km/h normal speed limits.
op V1
6.1.2 School Routes and Established School Crossings
6.1.2.1 Description
C -
To establish a safer route to and from school for schoolchildren, the application of planning criteria
y
C
for school walk routes might make it necessary for children to walk an indirect route to an
established school crossing located where there is existing traffic control and to avoid the use of a
direct crossing where there is no existing traffic control. It is necessary, however, to take into
C
consideration the likely paths children would use if no further delineation or guidance were
required, in order to incorporate design elements, as well as possibly landscaping and safety
Q
features that provide additional protection or that force the use of specific safe travel paths.
6.1.2.2 Guidance
1. A school route plan for each school serving primary to high school students should be
prepared in order to develop uniformity in the use of school area traffic controls and to
serve as the basis for a school traffic control plan for each school.
2. The school route plan, developed in a systematic manner by the school, law enforcement,
and traffic officials responsible for school pedestrian safety, should consist of a map (see
Figure 6-1 for an example) (local neighbourhood example to be developed) showing
streets, the school, existing traffic controls I(including STOP and GIVE WAY signs),
established school walk routes, and established school crossings.
3. The type(s) of school area traffic control devices used, either warning or regulatory, should
be related to the volume and speed of vehicular traffic, street width, and the number and
age of the students using the crossing.
4. School area traffic control devices should be included in a school traffic control plan.
5. The following factors should be considered when determining the feasibility of requiring
children to walk a longer distance to a crossing with existing traffic control:
a. The availability of adequate sidewalks or other pedestrian walkways to and from the
location with existing control,
b. The number of students using the crossing,
c. The age levels of the students using the crossing, and
d. The total extra walking distance.

CONTROL
op V1
C -
y
C
C
Q
Figure 6-1: Example of School Route Plan Map
6.2 Traffic Control for School Zones without Mid-Block

Crossings
6.2.1 Description
A school zone which does not include mid-block street crossings is provided so as to reduce travel
speeds during periods when there are large numbers of children or others on sidewalks in the
vicinity of the major street and at controlled intersections in the vicinity of the school (e.g., stop sign
or signal control). The reduced speeds allow for quicker stopping times should there be children in
the road or stopped vehicles in the vicinity of the school, including school buses.
Mid-block, unsignalized school crossings are not provided in this type of school zone.
The zone contains signs warning the driver they are entering the school zone, regulatory signs with
reduced speed limits during designated hours, and signs informing the driver they are leaving the
school zone, ending the speed reduction during school hours.
School hours should be defined as part of the School route plan as described in Section 6.1.
Where not otherwise indicated, the morning school hours period shall begin 30 minutes prior to the
start of school, at the evening school hours period shall extend 30 minutes beyond final dismissal
time. School hours may also include lunch periods in which students leave class to walk home.
The school hours shall be closely coordinated with the school of concern in each zone.

CONTROL
6.2.2 Signing Standards
6.2.2.1 CHILDREN Advance Warning Sign 426 and Supplementary

Plate 589 with Warning Flasher
1. Consistent with the requirements in Section 4.3.4.16, an advance warning assembly shall
be provided, warning of children ahead. This is shown as Installation A in Figure 6-2 below.
2. The supplementary plate shall say “School”.
3. The assembly shall be typically located between 150 and 100 m prior to the start of the
reduced speed segment within the zone.
4. On streets with normal speeds over 50 km/h, a yellow flasher (300 mm diameter) above the
op V1
warning sign shall be provided. It shall be activated during those periods when
schoolchildren are present (before, during and after school hours).
C -
y
C
C
Q
Figure 6-2: Sign 426 with Supplementary Plate 589 and Warning Flasher
6.2.2.2 SPEED LIMIT Sign 344 and Supplementary Plate 589 with
Warning Flasher
1. Consistent with the requirements in Section 4.2.7.4, a general speed limit sign 344-30 (30
km/h) shall be provided with supplementary plate 589 indicating “When Flashing”. This is
shown as installation B in Figure 6-3 below.
2. On streets with normal speeds over 50 km/h, a yellow flasher (300 mm diameter) above the
school zone speed limit sign shall be provided. It shall be activated during those periods
when schoolchildren are present (before, during and after school hours as defined in
Section 6.2.1).
3. For dual carriageway routes, identical installations as indicated above may be located on
both sides of the carriageway to maximize visibility if needed due to shifts in vertical and
horizontal geometry.

CONTROL
4. On streets with normal 30 km/h speed limits or less, installation B is optional. In no case
shall the speed limit for the school zone be greater than the normal regulatory speed limit
for the street.
op V1
C -
y
C
Figure 6-3: Sign 344-30 with Supplementary Sign 589 and Warning Flasher
6.2.2.3 ALTERNATIVE SCHOOL ZONE Entry Sign

C
An alternative experimental School Zone sign may be utilized in lieu of that in Figure 6-3. The
example below combines speed zone and advance warning of the school zone. It is shown below
Q
(Figure 6-4).
Figure 6-4: Alternative School Zone Sign
6.2.2.4 END SCHOOL ZONE Sign 588ES

1. Consistent with the requirements in Section 4.4.6.2.6, a text sign (English and Arabic) shall
be provided indicating the end of the school zone. This is shown as installation C in Figure
6-5 below.
‫طق‬ ‫ا‬
End School Zone
Figure 6-5: Sign 588E

CONTROL
6.2.2.5 Pavement Markings

A solid line shall be placed at the school zone speed limit sign 344-30, across the direction of
pavement in which the school zone starts. A line shall also be placed across the direction of
pavement in which the school zone ends, next to the Sign 588ES installation.
6.2.3 School Zone Layout

Figure 6-6 is referenced in Section 6.2.2 and provides a description of the layout of a typical school
zone for a single carriageway route without dedicated mid-block, non-signalized crossings. The
notes referenced below the figure also discuss pavement marking considerations that further
reinforce the school zone and speed regulations contained therein. Items include:
op V1
1. Flasher with Advance CHILDREN warning sign 426 with supplementary “School” text (Sign
589)
2. Flasher with Speed Limit sign 344-30 with supplementary “When Flashing” text (Sign 589)
3. End School Zone Sign 588ES
C -
4. Corresponding pavement markings
y
C
For dual carriageway routes meeting the speed criteria for provision of school zones, dual
installations (one on each side of the carriageway) are appropriate to enhance visibility of the
C
school zone and the speed restrictions contained therein. As discussed in the notes below, if a
fence separates each of the dual carriageways, the carriageway not on the school side does not
Q
need to be signed as a school zone unless school children are directed to cross at nearby
controlled intersections with dedicated crossings.
Sign sizes shall be based on normal approach speeds and shall be determined as per the
requirements of Section 4.1, Table 4-8.
If a school zone is located on a cross street in close proximity to the intersection, a CHILDREN
warning sign (Sign 426) sign with a supplemental left or right advance arrow (Type 4 or Type 5) on
a supplementary plaque Sign 589 mounted below the warning sign may be installed on each
approach of the street or highway to warn road users making a turn onto the cross street that they
will encounter a school zone soon after making the turn.
Figure 6-6: Sign 426 with Type 5 Arrow on Type 589 Supplementary Plaque

CONTROL
op V1
C -
y
C
C
Q
Figure 6-7: Basic School Zone3
6.3 School Zones with Dedicated School Crossings

6.3.1 Warrants
One distinctive feature of a school zone is its part-time nature, being designed to operate as a
zone only at such times as when one or more advance warning signs (Sign 426) are displayed to
3 NOTES:
1. If warranted, a school zone shall be established for, at a minimum, the entire length of the school compound facing the zone and,
at a maximum, up to 150 meters past the school boundary in either direction. The extent to which a school zone extends beyond
the school boundary up to 150 meters should be determined by the engineer on site, depending on prevailing approach speeds
and visibility.
2. To warn drivers that they are approaching a school zone, an advance warning sign and flasher (active during school hours), shown
as installation A, shall be placed 100 meters in advance of the school zone.
3. The beginning of a school zone should be marked with installation B. Installation B includes a 30 km/h speed limit sign and warning
flasher (active during school hours). The speed limit sign will be qualified with a supplemental plate in Arabic and English indicating
“when flashing”.
4. The beginning of a school zone should also be communicated with non-reflective raised pavement markings. These markings are
to be installed in three rows, staggered, in a 0.50-meter width perpendicular to the traffic direction. If the street is not divided, the
pavement markings should extend across both lanes at either end of the school zone. If the street has a median separating traffic
directions, the pavement markings need only be placed where traffic will enter the school zone. There is no need to place
pavement markings at the end of a school zone in a street divided by a median.
5. The end of a school zone should be marked by Installation C.
6. A school zone should be marked for both directions of traffic, even if the street is divided by a median. If there is a fence in the
median preventing pedestrians from crossing outside of a crosswalk, the lane of the street not adjacent to the school should not be
marked for a school zone.

CONTROL
vehicular traffic and warning flashers are activated to indicate that the school zone and pertinent
speed limit are active.
School zones are usually installed near school locations where the requirements for such a facility
arise only during specific and limited times of the school day.
School Zones require zebra crossings where:
 There are substantial numbers of students that require access across the streets adjoining
the school within the school zone, and
 There are not any signalized intersections with pedestrian crossings within 100 to 200 m of
the school.
op V1
 At these locations, a crossing guard or manual supervision of traffic control is required
during those periods in which children are using the zebra crossing, typically during the
periods in which children are travelling to and from school.
C -
Requirements for constructing school (zebra) crossings are based on Institute of Transportation
y
C
Engineers (ITE) criteria along with other applications. They shall include the following:
 Reduced travel speeds within school zone during designated periods as per Section 6.2
C
(typically 30 km/h).
 Use of warning flashers with advance warning signs and school zone speed limit signs to
indicate to drivers that the School Zone is active.
Q
 Use of routes with two lanes or less per carriageway. Crossings on all other routes shall be
at signalized or stop sign-controlled intersections or signalized mid-block zebra crossings
where adequate gap time is allocated.
 A minimum pedestrian flow rate of 25 children per hour at the dedicated school crossing
(based on length of crossing period), during the periods in which children are travelling to
and from school.
 A minimum of one adequate gap per minute4, or one adequate gap every 30 seconds if
over 100 students per hour use the crossing during the periods in which children are
travelling to and from school.
 Normal posted speed limit during non-school crossing periods shall not be greater than 60
km/h, less if the design speed for the roadway is less.
 Minimum sight distance to the crossing location of 100 m from both directions approaching
the crossing.
 Use of a trained crossing guard at the crosswalk during all school crossing periods as
determined by the school route planning study as described in Section 6.1.
The frequency of gaps in the traffic stream that are sufficient for student crossing is different at
each crossing location. When the delay between the occurrences of adequate gaps becomes
excessive, students might become impatient and endanger themselves by attempting to cross the
street during an inadequate gap. In these instances, the creation of sufficient gaps needs to be
considered to accommodate the crossing demand.
4 Adequate Gap is based on ITE walking rate for children of approximately 1 m per second, and is calculated
by the width of the carriageway (meters) times the walking rate, plus 2 seconds additional for perception-
reaction time in order to decide if the gap is adequate. So, for crossing a 10 m wide carriageway, an
adequate gap of 12 seconds would be needed.

CONTROL
A recommended method for determining the frequency and adequacy of gaps in the traffic stream
is given in the TSES Manual relative to warrants for pedestrian crossing signalization.
6.3.2 Description and Standards

A school crossing shall be supervised by trained enforcement personnel (typically Police or locally-
approved and trained crossing guards, refer to Section 6.5) during the times when it is operational,
in which case a hand-held two-sided STOP paddle sign (Sign 301P) as per Section 6.5.6 shall be
used by the crossing guard to stop traffic while people are crossing. Note that Sign 7308 as
described in Chapter 11 is used by flaggers for TTM applications (as it is a two-sided sign with a
separate message on the opposite side) as opposed to school crossings, and should not be
applied here.
op V1
School zones containing dedicated school crossings consist of advance warning signs and
flashers, speed limit signs with flashers indicating the school zone operational status and zebra
crossings with accompanying regulatory signs and zebra crossing warning lights indicating the
crossing, along with dedicated human crossing guards. The crossing may be “mid-block” (between
C -
y
streets) or at intersections. For locations with poor gap availability, high-speeds, and multiple
C
lanes, crossings are to be made at locations with stop signs or traffic signals.
C
6.3.2.1 Children Advance Warning Sign 426 and Supplementary Plate
589 with Warning Flasher
Q
Advance CHILDREN warning signs shall be located at least 100 m from the start of the speed
zone in each direction approaching the crossing. The configuration shall be consistent with the
standard school zone advance signage as shown in Section 6.2.2.1.
6.3.2.2 Speed Limit Sign 344 and Supplementary Plate 589 with
Warning Flasher
Consistent with the requirements in Section 4.2.7.4, a general speed limit sign 344-30 (30 km/h)
shall be provided with supplementary plate 589 indicating “When Flashing” as well as a 300 mm
warning flasher for routes with higher that 30 km/h normal speeds. The speed limit sign and
warning flasher shall be located a minimum of 100 m prior to the school crossing. Configuration of
the sign installation shall follow the requirements of Section 6.2.2.2 above.
6.3.2.3 Children Crossing Sign 360 with GIVE WAY Sign 302 and Zebra
Crossing Flashers
1. CHILDREN CROSSING regulatory signs (Sign 360) shall have a white legend and border
with a red background.
2. Sign 360 shall be placed on a post beneath Sign 302 (Give Way sign) at the location of the
zebra crossing on the near side of approaching traffic on a signal pedestal with flashing
amber indication at the top (300 mm diameter) of the Sign 302, as per the TSES manual. If
a crossing is located just beyond an intersection, the sign and pedestal with flasher ball
shall be on the far side of the zebra crossing.

CONTROL
Sign 360
op V1
C -
y
C
C
Figure 6-8: Sign 302 with Sign 360 below
Q
6.3.2.4 No Parking Zone Signs 377 and 379

As per Section 4.2.9.3, No Parking Zone signs shall be used, where Sign 379 (no parking to left /
behind sign) is installed on the right side of the street at least 20 m prior to the zebra crossing, and
Sign 377 (no parking to right / ahead of sign). Except where specifically decided by the local traffic
authority or DMAT (whichever is responsible for the road operations in the school zone), the No
Parking Zone shall be valid at all times.
6.3.2.5 End School Zone Sign 588ES

Consistent with the requirements in Section 6.2.2.3, a text sign (English and Arabic) shall be
provided indicating the end of the school zone.
6.3.2.6 Pavement Markings

6.3.2.6.1 Zebra Crossing
Zebra crossing shall be marked as per the requirements of Chapter 5 of this manual. A stop bar
shall be provided at least 10 m prior to the crossing on either side of the zebra crossing. In
addition, a solid line shall be placed at the school zone speed limit sign 344-30, across the
direction of pavement in which the school zone starts. A line shall also be placed across the
direction of pavement in which the school zone ends, next to the Sign 588ES installation.
6.3.2.6.2 Zigzag Lines

For locations with parking and/or speeding problems requiring additional reinforcement of traffic
control strategies, the use of longitudinal zigzag markings may be provided on either side of the

CONTROL
direction of travel alongside the centreline and curb. For two-lane approaches, a zigzag line is
placed between the two-lanes in lieu of lane line marking. Zig-Zag markings provide mandatory
requirements for drivers and riders not to stop in the controlled area (other than when giving way to
pedestrians or in queuing traffic) or change lanes including overtaking. It is considered that it may
also have a minor slowing effect on traffic however this has not been proven as yet.
The standard pattern consists of 2 meter long markings placed between the initiation of the “No
Parking” zone prior to the crossing, and the stop line in front of the crossing (a distance of 20 m, or
a minimum of eight 2 m long marks. Typical details for zigzag markings are illustrated in Figure 6-9
below. The example shows a two-lane directional approach.
op V1
C -
y
C
C
Q
Figure 6-9: Use of traffic slowing (Zigzag) lines in advance of zebra crossing (two-lane example)

CONTROL
6.3.3 Layout
A typical installation of a school crossing within a school zone is illustrated in
op V1
C -
y
C
C
Q
Figure 6-10. This layout shows a school crossing directly in front of the school. The main elements
are:
1. Flasher with Advance CHILDREN warning sign 426 with supplementary “School” text (Sign
589)
2. Flasher with Speed Limit sign 344-30 with supplementary “When Flashing” text (Sign 589)
3. Flashers on pedestal at zebra crossing along with Give Way Sign 302 and Children
Crossing Sign 360 Below
4. Sign 426 if school crossing is downstream from street intersection, with supplementary
plate with left or right arrows

CONTROL
5. No Parking signs to be situated on either side of the zebra crossing

6. End School Zone Sign 588ES
7. Corresponding pavement markings
8. Area where traffic slowing (zigzag) lines may be implemented as an option
In the rare case that a school crossing occurs on a dual carriageway route meeting the speed
criteria for provision of school zones, dual installations (one on each side of the carriageway) of
signage are appropriate to enhance visibility of the school zone and the speed restrictions
contained therein. As discussed in Section 6.2, if a fence separates each of the dual carriageways,
the carriageway not on the school side does not need to be signed as a school zone unless school
children are directed to cross at nearby controlled intersections with dedicated crossings.
op V1
Sign sizes shall be based on normal approach speeds and shall be determined as per the
requirements of Section 4.1.
If a school zone is located on a cross street in close proximity to the intersection, as with Section
C -
6.2, a CHILDREN warning sign (Sign 426) sign with a supplemental left or right advance arrow
y
C
(Type 4 or Type 5) on a supplementary plaque Sign 589 mounted below the warning sign may be
installed on each approach of the street or highway to warn road users making a turn onto the
cross street that they will encounter a school zone soon after making the turn.
C
6.4 Supervision of School Zones
Q
6.4.1 Warrants
The school route plan as discussed in Section 6.1 may include a number of school crossings that
are well outside the immediate zone around the school. Although there may be comparatively
fewer children using such crossings than in the immediate facility of the school, such crossings
may be warranted as a result of various operational and safety criteria.
The frequency of gaps in the traffic stream that are sufficient for student crossing is different at
each crossing location. When the delay between the occurrences of adequate gaps becomes
excessive, students might become impatient and endanger themselves by attempting to cross the
street during an inadequate gap. In these instances, the creation of sufficient gaps needs to be
considered to accommodate the crossing demand.
Marked school crossings are to be considered based on engineering studies that are based on the
following criteria. School crossings shall be situated on routes with 50 km/h or slower speeds
(higher speed routes should not have school crossings without signalization or other traffic control
schemes).
Table 6-34: Criteria for Constructing School (Zebra) Crossing Outside School Zone
Estimated pedestrian flow Frequency of Adequate Gaps Zebra crossing Crossing guard or other
rate criteria in Traffic Required5 recommended? traffic control required?
Less than 25 children per hour Not applicable No No
25 to 30 children per hour for Every 90 seconds at minimum Yes Required if gaps are
5 Adequate Gap is based on the Institute of Transportation Engineers’ walking rate for children of
approximately 1 m per second, and is calculated by the width of the carriageway (meters) times the walking
rate, plus 2 seconds additional for perception-reaction time in order to decide if the gap is adequate. So, for
crossing a 10 m wide carriageway, an adequate gap of 12 seconds would be needed.

CONTROL
Estimated pedestrian flow Frequency of Adequate Gaps Zebra crossing Crossing guard or other
rate criteria in Traffic Required5 recommended? traffic control required?
at least 60 minutes/day greater than 90 seconds
30 to 100 children per hour for Required if gaps are
Every 60 seconds at minimum Yes
at least 60 min/day greater than 60 seconds
Over 100 children per hour for Required if gaps are
Every 30 seconds at minimum Yes
at least 60 min/day greater than 30 seconds
Determining the gap frequency for school crossings at intersections should take into consideration
those conflicting vehicular movements that are not subject to stop sign or other traffic controls.
op V1
C -
y
C
C
Q
Figure 6-10: Example of Signing for a School Zone with a School Speed Limit and a School Crossing

CONTROL
6.4.2 Description and Standards

School crossings outside school zones consist of advance warning signs and zebra crossings with
accompanying regulatory signs indicating the crossing. The crossing may be “mid-block” (between
streets) or at intersections. If the above gap criteria are not achieved but volumes are significant,
implementation of stop signs or traffic signals is required if a crossing is to be provided. The latter
signal requirements are based on additional criteria as documented in the TSES Manual.
6.4.2.1 Children Sign 426 with Distance Supplemental Plaque 589

Advance CHILDREN warning signs shall be located at least 100 m from the crossing location in
each direction approaching the crossing, accompanied by a plaque marked with the distance to the
op V1
crossing location.
C -
y
C
C
Q
Figure 6-11: Sign 426 with Distance on Type 589 Supplemental Plaque
6.4.2.2 Children Crossing Sign 360 with GIVE WAY Sign 302
1. CHILDREN CROSSING regulatory signs (Sign 360) shall be designed as per Section 6.3.2.3,
beneath a GIVE WAY Sign 302.
2. Sign 360 shall be placed at the location of the zebra crossing on the near side of approaching
traffic except if a crossing is located just beyond an intersection, the sign shall be on the far
side of the zebra crossing
If a crossing is located following a turn from one of the intersection approaches, the CHILDREN
CROSSING Sign 360 shall be installed at least 50 m prior to the start of the intersection turn
radius, and shall include a Supplemental Plaque 589 in white with black border and a black Arrow
Type 5 or 6 (as per Section 6.3.2.3) designating whether the right or left turn will encounter the
zebra crossing on the cross street.
6.4.3 Layout for School Crossings Outside School Zone

The sign configurations referenced in Section 6.4.2 above are illustrated in Figure 6-12 which
shows a crossing located at an intersection, with the zebra crossing situated over non-controlled
movements along the carriageway (i.e., only the side street is controlled with a STOP or GIVE
WAY sign). Advance CHILDREN signs are placed 100 m prior to the zebra crossing, while
CHILDREN CROSSING signs are placed at the ZEBRA crossing.

CONTROL
op V1
C -
y
C
Figure 6-12: Example of Signing for a School Crossing Outside of a School Zone
C
6.5 Miscellaneous Signage Details
6.5.1 Illumination and Reflectorization
Q
The signs used for school area traffic control shall be retroreflectorized or illuminated.
6.5.2 Position of Signs

Section 4.1 contains provisions regarding the typical placement and location of signs where not
otherwise noted in the prior sections, as well as provisions regarding the lateral offsets of signs.
6.5.3 Height of Signs

Section 4.1 contains provisions regarding the mounting height of signs.
6.5.4 Installation of Signs

Section 4.1 contains provisions regarding the installation of signs.
6.5.5 Lettering
Sign lettering and text size shall follow the requirements of Section 4.1.
6.6 Supervision of School Zones

6.6.1 Types of Crossing Supervision
There are three types of school crossing supervision:
 Adult control of pedestrians and vehicles by adult crossing guards,

 Adult control of pedestrians and vehicles by uniformed law enforcement officers, and
 Student and/or parent control of only pedestrians with student and/or parent patrols.
Organization, administration, and operation of a school safety patrol program is recommended by

this Manual for Municipalities and other transport authorities responsible for school zone

CONTROL
operations. Guidelines on developing such a program are contained in the “AAA School Safety
Patrol Operations Manual” (see Cited and Other References).
6.6.2 Adult Crossing Guards

Adult crossing guards may be used to provide gaps in traffic at school crossings where an
engineering study has shown that adequate gaps need to be created (see Section 6.3 and 6.4).
6.6.3 Qualifications of Adult Crossing Guards
6.6.3.1 Description
High standards for selection of adult crossing guards are essential because they are responsible
op V1
for the safety of and the efficient crossing of the street by schoolchildren within and in the
immediate vicinity of school crosswalks.
6.6.3.2 Guidance
C -
y
Adult crossing guards should possess the following minimum qualifications:
C
1. Average intelligence;
C
2. Good physical condition, including sight, hearing, and ability to move and manoeuvre
quickly in order to avoid danger from errant vehicles;
3. Ability to control a STOP paddle (Sign 301P) effectively to provide approaching road users
Q
with a clear, fully direct view of the paddle’s STOP message during the entire crossing
movement;
4. Ability to communicate specific instructions clearly, firmly, and courteously;
5. Ability to recognize potentially dangerous traffic situations and warn and manage students
in sufficient time to avoid injury.
6. Mental alertness;
7. Neat appearance;
8. Good character;
9. Dependability; and
10. An overall sense of responsibility for the safety of students.
6.6.4 Uniform of Adult Crossing Guard

Law enforcement officers performing school crossing supervision and adult crossing guards shall
wear high-visibility retroreflective safety apparel labelled as ANSI 107-2004 standard performance
for Class 2 as described in Chapter 11 (Temporary Traffic Management). The officers shall be
equipped with mobile phones or two-way communications devices permitting direct communication
between multiple officers patrolling a zone as well as with supervisory personnel.
6.6.5 Operating Procedures for Adult Crossing Guards

1. Adult crossing guards shall not direct traffic in the usual law enforcement regulatory sense.
In the control of traffic, they shall pick opportune times to create a sufficient gap in the traffic
flow. At these times, they shall stand in the roadway to indicate that pedestrians are about
to use or are using the crosswalk, and that all vehicular traffic must stop.
2. Adult crossing guards shall use a STOP paddle. The STOP paddle shall be the primary
hand-signalling device.

CONTROL
6.6.6 Stop Paddle Sign 301P
6.6.6.1 Standards
1. The STOP paddle (Sign 301P) shall be an octagonal shape. The background of the STOP
face shall be red with at least 150 mm upper-case white letters and border. The paddle
shall be at least 450 mm in size and have the word message STOP on both sides (English
and Arabic), as the stop message will be valid in two directions on single carriageway
crossings. Hence a STOP/SLOW paddle, (Sign 7308) used for Temporary Traffic
Management as per Chapter 11 cannot be used for single carriageway crossings where the
sign is visible from both directions of traffic. The paddle shall be retroreflectorized or
op V1
illuminated when used during hours of darkness.
2. If flashing lights are used on the STOP paddle, the flash rate shall be at least 50, but no
more than 60, flash periods per minute.
C -
y
C
C
Q
Figure 6-13: Sign 301P
6.6.6.2 Guidelines
1. The STOP paddle may be modified to improve conspicuity by incorporating white or red
flashing lights on both sides of the paddle. Among the types of flashing lights that may be
used are individual LEDs or groups of LEDs.
2. The white or red flashing lights or LEDs may be arranged in any of the following patterns:
a. Two white or red lights centred vertically above and below the STOP legend,
b. Two white or red lights centred horizontally on each side of the STOP legend,
c. One white or red light centred below the STOP legend,
d. A series of eight or more small white or red lights having a diameter of 6.5 mm or
less along the outer edge of the paddle, arranged in an octagonal pattern at the
eight corners of the STOP paddle (more than eight lights may be used only if the
arrangement of the lights is such that it clearly conveys the octagonal shape of the
STOP paddle), or
e. A series of white lights forming the shapes of the letters in the legend.

CONTROL
7 RAIL/BUSWAY GRADE CROSSINGS AND

EXCLUSIVE BUS AND CARPOOL (MANAGED
LANE) FACILITIES
7.1 General Principles
7.1.1 Introduction
The Surface Transport Master Plan for the Abu Dhabi Emirate includes the development of several
op V1
modes of transport, including “heavy rail” (freight and passenger transport railways), “light rail”
(including both separate guideways that travel within the street right-of-way and which cross
arterial streets at grade), usually referred to as LRT, and exclusive Bus Rapid Transit or BRT
facilities, which may utilize either an exclusive travel lane or a separate guideway (often called a
C -
busway) that is similar in many ways to a light rail guideway.
y
C
In cases where exclusive travel lanes are provided, the availability of such facilities for carpools
may be considered as would be the application of electronic tolls for qualifying vehicles that are
C
neither buses nor carpools. Such facilities are often referred to as “Managed Lanes”. These are
addressed separately from grade crossings.
Q
7.1.2 Overview of Grade Crossings

Specific material in this Chapter provides guidelines for grade crossing design, except where
specifically identified as “Policies” or “Standards”. The focus of this document is in providing grade
crossing warning and regulatory signage, signalization, markings and other related traffic control
devices for approaching roads and streets. The primary purpose of such signing is to prevent
collisions between road vehicles and rail or bus vehicles at all times. To this end, the TSES Manual
provides guidance relative to light rail or busway junctions with roads or streets.
For railways, it is likely that most if not all road/street/railway junctions being constructed by the
Etihad Railway will involve some form of grade separation (i.e., no at-grade crossings). However,
temporary or permanent road-rail crossings in industrial or rural areas are frequently implemented
for economic reasons (notably the cost savings as opposed to building rail or roadway bridges).
Thus guidelines for constructing signing, signalization, and markings are provided.
7.1.2.1 Description
For purposes of design, installation, operation, and maintenance of traffic control devices at grade
crossings, it is recognized that the crossing of the road by rail, LRT or busway is situated on a
right-of-way available for the joint use of road traffic as well as rail, LRT or busway traffic.
The combination of devices selected or installed at a specific grade crossing is referred to as a

“traffic control system.” This chapter also describes the traffic control devices that are used in
locations where LRT and BRT vehicles are operating along streets and roads in mixed traffic with
automotive vehicles.
07-RAIL/BUSWAY GRADE Page 324 FIRST EDITION – DECEMBER 2016

CROSSING
7.1.2.2 Policies
1. DMAT and, where appropriate, the local transport authority with jurisdiction over the road or
street, shall jointly determine the need and selection of devices at a grade crossing.
2. The traffic control devices, systems, and practices described in this Manual shall be used at
all grade crossings open to public travel, consistent with Federal and Emirate laws and
regulations.
3. Where LRT and railways use the same tracks or adjacent tracks, the traffic control devices,
systems, and practices for road-rail grade crossings shall be used.
7.1.3 Use of Standard Devices, Systems, and Practices at Road-
op V1
Railway Grade Crossings
7.1.3.1 Description
Because of the large number of significant variables to be considered, no single standard system
C -
of traffic control devices is universally applicable for all road-rail grade crossings. This Manual
y
C
defines the basic elements that are required to protect safety and operations at road-rail grade
crossings.
C
Many other details of road-rail grade crossing traffic control systems that are not set forth in this
chapter are contained in the publications listed in the References section at the end of this manual.
Q
7.1.3.2 Standards
1. Traffic control devices, systems, and practices shall be consistent with the design and
application of the Standards contained in this Manual.
2. Before any new road-rail grade crossing traffic control system is installed or before
modifications are made to an existing system, approval shall be obtained from the DMAT
with the jurisdictional and/or statutory authority, and from the Etihad Railway or other
railway operator if not Etihad Railway.
7.1.3.3 Guidance
1. The appropriate traffic control system to be used at a road-rail grade crossing should be
determined by an engineering study involving both the DMAT and the Etihad Railway.
2. To stimulate effective responses from road users, these devices, systems, and practices
should use the five basic considerations employed generally for traffic control devices:
design, placement, operation, maintenance, and uniformity.
7.1.4 Use of Standard Devices, Systems, and Practices at Road-LRT

Grade Crossings
7.1.4.1 Description
LRT is a mode of metropolitan transportation that employs LRT vehicles (commonly known as light
rail vehicles, streetcars, or trams) that operate on rails in streets in mixed traffic, and LRT traffic
that operates in semi-exclusive rights-of-way, or in exclusive rights-of-way. Grade crossings with
LRT can occur at intersections or at midblock locations, including public and private driveways.

CROSSING
An initial educational campaign along with an ongoing program to continue to educate new drivers
is beneficial when introducing LRT operations to an area and, hence, new traffic control devices.
LRT alignments can be grouped into one of the following three types:
 Exclusive: An LRT right-of-way that is grade-separated or protected by a fence or traffic

barrier. Motor vehicles, pedestrians, and bicycles are prohibited within the right-of-way.
Subways and aerial structures are included within this group. This type of alignment does
not have grade crossings and is not further addressed in Chapter 7.
 Semi-exclusive: An LRT alignment that is in a separate right-of-way or along a street or
railway right-of-way where motor vehicles, pedestrians, and bicycles have limited access
and cross at designated locations only.
op V1
 Mixed-use: An alignment where LRT operates in mixed traffic with all types of road users.
This includes streets, transit malls, and pedestrian malls where the right-of-way is shared.
The combination of devices selected or installed at a specific road-LRT grade crossing is referred
C -
to as a Light Rail Transit Traffic Control System.
y
C
of traffic control devices is universally applicable for all road-LRT grade crossings.
C
For the safety and integrity of operations by road and LRT users, the DMAT Main Roads and
Public Transport divisions, along with the local transport authority with road jurisdiction (if not
Q
DMAT), need to jointly determine the need and selection of traffic control devices and the
assignment of priority to LRT at a road-LRT grade crossing.
The normal rules of the road and traffic control priority identified in the Abu Dhabi Road Regulation
govern the order assigned to the movement of vehicles at an intersection unless the DMAT and
other local transport authority with jurisdiction jointly determine that it is appropriate to assign a
higher priority to LRT. Examples of different types of LRT priority control include:
 Separate traffic control signal phases for LRT movements (refer to TSES Manual).
 Restriction of movement of roadway vehicles in favour of LRT operations.
 Pre-emption of road traffic signal control to accommodate LRT movements (refer to TSES
Manual).
7.1.4.2 Standards
2. The minimum requirements for traffic control devices, systems, and practices described in
this Manual shall be met or exceeded for all road-LRT grade crossings.
3. Before any new road-LRT grade crossing traffic control system is installed or before
Main Roads and Public Transport departments, regardless of road jurisdiction.
4. Road-LRT grade crossings that include LRT guide way alignments on separate right of-way
shall be equipped with a suitable signalling protection system, unless an engineering study
indicates that the use of non-access-restrictive signage (STOP, YIELD or RAILWAY
CROSSING) signs alone would be adequate. A signalling protection system may consist of

CROSSING
a combination of automatic gates and flashing-light signals, flashing-light signals only, or

traffic control signals.
7.1.4.3 Guidance
1. The appropriate traffic control system to be used at a road-LRT grade crossing should be
determined by an engineering study conducted by the LRT or road agency in cooperation
with other appropriate State and local organizations.
op V1
7.1.5 Uniform Provisions for Grade Crossings of All Rail Facilities
7.1.5.1 Standards
C -
1. All signs used in grade crossing traffic control systems shall be retroreflectorized or
y
illuminated to show the same shape and similar colour to an approaching road user during
both day and night.
C
2. No sign or signal shall be located in the centre of an undivided road, unless it is a
C
crashworthy installation (breakaway or yielding pole and foundation assembly, or shielded
with a longitudinal barrier or crash cushion) or unless it is placed on a raised island.
Q
7.1.5.2 Guidance
1. Any signs or signals placed on a raised island in the centre of an undivided road should be
installed with a clearance of at least 700 mm from the outer edge of the raised island to the
nearest edge of the sign or signal, except as permitted in Chapter 4.
2. Where the distance between tracks, measured along the road between the inside rails,
exceeds 30 m, additional signs or other appropriate traffic control devices should be used
to inform approaching road users of the long distance to cross the tracks.
7.1.6 Grade Crossing Elimination
7.1.6.1 Standards
1. When a grade crossing (either permanent or temporary) is eliminated, the traffic control
devices for the crossing shall be removed.
2. If the existing traffic control devices at a multiple-track grade crossing become improperly
placed or inaccurate because of the removal of some of the tracks, the existing devices
shall be relocated and/or modified.
7.1.6.2 Guidance
1. Where possible, grade crossings for railways should be eliminated except where temporary
crossings are deemed justified in an engineering study, or where traffic volumes are low
enough such that the risk of collisions is minimal (provided there is adequate sight distance,
signage and protection at the crossing).

CROSSING
2. Where a roadway is removed from a grade crossing, the roadway approaches in the
railway or LRT right-of-way should also be removed and appropriate signs and object
markers should be placed at the roadway end.
7.1.6.3 Example
Based on engineering judgment, a TRACKS OUT OF SERVICE Sign 7361 may be temporarily
installed until the tracks are either made active or removed. The length of time before the tracks
will be made active or removed may be considered in making the decision as to whether to install
the sign. Since the sign is intended for temporary usage, Sign 7361 would have a yellow
background with black Arabic and English text and a black border.
op V1
C -
y
C
C
Sign 7361
7.1.7 Provisions for BRT, Busway and Managed Lane Activities

Q
7.1.7.1 Description
BRT is a mode of metropolitan transportation that employ buses (typically with low-floor design and
unique appearance, configured for multiple-door entry similar to LRT) in streets in mixed traffic, in
dedicated lanes, or in exclusive right-of-way. Dedicated or exclusive travel lanes for buses are
often known as busways. Grade crossings with busways can occur at intersections or at midblock
locations, including public and private driveways. In general, however, buses are lighter than rail
vehicles and more capable of slowing quickly if there is an impediment in their path, and thus there
is not as strict a need for physical access restrictions at busway crossings compared with rail
crossings.
An initial educational campaign along with an ongoing program to continue to educate new drivers
is beneficial when introducing BRT or busway operations to an area and, hence, new traffic control
devices.
BRT applications can be grouped into one of the following five types. The first two specifically refer
to “busway” applications, while the next three address exclusive lane operations (arterials),
managed lane operations (freeways), and mixed-flow traffic.
 Exclusive: A busway that is grade-separated or protected by a fence or traffic barrier. Other

motor vehicles, pedestrians, and bicycles are prohibited within the right-of-way. Subways
and aerial structures are included within this group. This type of alignment does not have
grade crossings and is not further addressed in Chapter 7.
 Semi-exclusive: A busway alignment that is in a separate right-of-way or along a street or
railway right-of-way where motor vehicles, pedestrians, and bicycles have limited access
and cross at designated locations only.

CROSSING
 Bus lane (arterial): A dedicated travel lane separated by pavement markings and controlled
by regulatory signage which limits the use of the lane to buses except in the case of an
emergency. There are separate signing needs associated with bus lanes, which are
covered in Section 4.2.10.6.
 Bus/carpool lane (freeway): A dedicated travel lane on a freeway separated by pavement
markings and controlled by regulatory signage which limits the use of the lane to buses
except in the case of an emergency. Often, carpools and other multi-passenger vehicles
may use the facility, which is operated in a manner that permits such vehicles to bypass
normal traffic congestion in mixed-flow travel lanes.
 Mixed-use: An alignment where the bus operates in mixed traffic with all types of road
users. This includes streets, transit malls, and pedestrian malls where the right-of-way is
op V1
shared.
7.1.7.1.1 Traffic Control for Busway Crossings and Exclusive Travel Lanes
The combination of devices selected or installed at a specific road-BRT grade crossing is referred
C -
to as a Busway Transit Traffic Control System.
y
C
of traffic control devices is universally applicable for all road-busway grade crossings.
C
On arterial networks, for the safety and integrity of operations by road and bus users, the DMAT
Q
Main Roads and Public Transport divisions, along with the local transport authority with road
jurisdiction (if not DMAT), need to jointly determine the need and selection of traffic control devices
and the assignment of priority to buses at a road-BRT grade crossing.
The normal rules of the road and traffic control priority identified in the Abu Dhabi Road Regulation
govern the order assigned to the movement of vehicles at an intersection unless the DMAT and
other local transport authority with jurisdiction jointly determine that it is appropriate to assign a
higher priority to bus. Examples of different types of bus priority control include:
 Extension of green phase to allow oncoming bus to proceed through intersection, for bus
lane and mixed-flow operations on arterials (refer to TSES Manual).
 Separate traffic control signal phases for bus movements on a busway (refer to TSES
Manual).
 Restriction of movement of roadway vehicles in favour of bus operations.
7.1.7.1.2 Managed Lanes Traffic Control Systems

On freeway networks, design of bus/carpool lanes and signage should be a coordinated effort
between DMAT Main Roads and Public Transport staffs, addressing both the utility and
accessibility of the service, along with design features that minimize “violations” of the lane by
drivers of non-compliant vehicles seeking to reduce their travel time. The control devices and
technologies include the following:
 Managed Lane Signing.

 Variable Signing Displays Based on Time-of-Day and Travel Demand.
 Access gates to and from exclusive Managed Lane facilities.

CROSSING
 Electronic tolling for non-bus or non-carpool vehicles using a Managed Lane (optional) and
related signage/displays.
7.1.7.2 Standards
2. The minimum requirements for traffic control devices, systems, and practices described in
this Manual shall be met or exceeded for all road-busway grade crossings.
3. Before any new road-busway grade crossing traffic control system is installed or before
Main Roads and Public Transport departments, regardless of road jurisdiction.
op V1
4. Road-busway grade crossings that include busway alignments on separate right-of-way
shall be controlled by traffic control signals, unless an engineering study indicates that the
use of non-access-restrictive signage (STOP, YIELD or BUSWAY CROSSING) signs alone
would be adequate.
C -
y
7.1.7.3 Guidance
C
1. The appropriate traffic control system to be used for road-busway junctions, mixed-use and
C
managed lanes, should be determined by an engineering study conducted by DMAT in
coordination with the Municipalities with ownership or jurisdiction for the existing road (if not
Q
DMAT).
7.1.8 Illumination at Grade Crossings
7.1.8.1 Description
Illumination may be installed at or adjacent to a grade crossing in order to provide better night-time
visibility of the grade crossing and rail or public transport vehicles using the crossing, and may be
required at night, where grade crossings are blocked for extended periods of time, or where crash
history indicates that road users experience difficulty in seeing rail or public transport vehicles
using the crossing or traffic control devices during hours of darkness.
Recommended types and locations of luminaires for illuminating grade crossings are contained in
the American National Standards Institute’s (ANSI) “Practice for Roadway Lighting RP-8,” which is
available from the Illuminating Engineering Society. Reference is also made to the requirements of
the Abu Dhabi Road Lighting Manual.
7.1.9 Temporary Traffic Management at Grade Crossings
7.1.9.1 Description
Temporary traffic management (TTM) planning provides for continuity of operations (such as
movement of traffic, pedestrians and bicycles, transit operations, and access to property/utilities)
when the normal function of a roadway at a grade crossing is suspended because of TTM.

CROSSING
7.1.9.2 Standards
1. Traffic controls for TTM zones that include grade crossings shall be as outlined in this
Chapter and shall be consistent with the requirements of Abu Dhabi Work Zone - Traffic
Management Manual.
2. When a grade crossing exists either within or in the vicinity of a TTM zone, lane restrictions,
flagging, or other operations shall not be performed in a manner that would cause road
vehicles to stop on the rail tracks or in the guideway path.
3. A flagger or uniformed law enforcement officer shall be provided at the grade crossing to
minimize the possibility of road vehicles stopping within the crossing, even if automatic
warning devices are in place.
op V1
7.1.9.3 Guidance
1. DMAT road and public transport staff, along with the appropriate Municipality (if they are
owner/operator of the road) should meet to plan appropriate traffic detours and the
C -
necessary signing, marking, and flagging requirements for operations during temporary
y
C
traffic control zone activities. Consideration should be given to the length of time that the
grade crossing is to be closed, the type of rail or public transport and road traffic affected,
the time of day, and the materials and techniques of repair.
C
2. DMAT roads and public transport staff are be contacted when the initial planning begins for
any TTM zone that might directly or indirectly influence the flow of traffic on mixed-use
Q
facilities where road and public transport use may be shared or where one directly crosses
the other.
3. TTM operations should minimize the inconvenience, delay, and crash potential to affected
traffic. Prior notice should be given to DMAT roads and public transport staff, the relevant
Municipality, emergency services, businesses, and road users before the free movement of
road users or rail traffic is infringed upon or blocked.
4. TTM zone activities should not be permitted to extensively prolong the closing of the grade
crossing.
5. The width, grade, alignment, and riding quality of the road surface at a grade crossing
should, at a minimum, be restored to correspond with the quality of the approaches to the
grade crossing.
7.2 Risk Mitigation

Grade crossings, where not adequately protecting the different transport modes from one another,
possess a risk for collisions. As a matter of operational practice, all rail vehicles have the right-of-
way over road vehicles. In large part, this is due to the inability of such heavy vehicles to be able to
stop in an adequate period of time and space due to a blockage. Thus, the primary restrictions
shall be on road traffic. With busway crossings, priority is assigned based on traffic control
regulations (usually through signalization), allowing for alternating assignment of right-of-way
between road and busway. Risk mitigation generally requires the following:
 Provision of track circuit / vehicle location information from rail vehicles / track facility to the
grade crossing traffic control system so as to trigger warning signals and gates.
 Provision of warning signals and gates for road traffic to block access to the crossing zone
during an interval prior to and during the crossing of the rail vehicle.

CROSSING
At grade crossings shall not be provided on freeways or expressways (grade separations are
required by definition for such facilities) and shall be limited as much as possible to rural or
industrial routes as opposed to commuter traffic routes.
Responsibility for providing information on rail or LRT vehicle location and active traffic operations
shall be on the operator of the railway or LRT facility (in this case, Etihad Railway or DMAT).
Responsibility for maintaining the operation, integrity and functionality of the crossing approach
signage, gates, and other warning / access restriction devices shall be that of DMAT or the
Municipality based on who the responsibility for operation and maintenance of the road facility and
warning devices.
7.3 Signs and Markings – Rail Crossings
op V1
7.3.1 General
Standard assemblies of signs and devices used at railway crossings are designated in the series
C -
1001 to 1012, as presented in the following sections. Where flashing signals are used at a
y
crossing, they are shown as an element of the appropriate assembly. Signs used either alone or as
C
components of these assemblies are summarized following the description of each assembly.
C
The description and use of signs and assemblies is presented below, and includes the following:
 Railway sign assemblies at road-rail crossings

Q
 Advance rail crossing signs

 Countdown markers between advance rail crossing signs and railway crossing (signalized)
 Advance rail crossing warning for intersecting roads
 Pavement Markings
 Clear Zone Markings and Signage
7.3.2 Railway Sign Assemblies at Road-Rail Crossings
7.3.2.1 Railway Crossing Warning Signal Assembly (Assembly 1001)

Railway Crossing Assembly 1001 shall include the following signage, configured to provide
warning of oncoming rail vehicles. It shall include the following:
 Sign 2000 – Railway Crossing Sign

 Sign 2001 – Supplementary Plate indicating number of tracks
 Sign 2002 – Signal backplate and twin flashing red signals and for amber signal which
glows prior to activation of red signals
Assembly 1001 shall be used in conjunction with gate control devices that restrict all vehicle and
pedestrian access to the grade crossing area (gate control devices are described in Section 7.5). It
shall be placed a minimum of 15 m prior to the outer edge of the first track, with a Stop Line
Marking 601 provided 5 m prior to the assembly across the entire carriageway approach as
discussed in Section 7.3.4.3.
Assembly 1001 shall be placed on either side of the approaching carriageway (dual carriageway
route). Even for a single carriageway (bi-directional road) approach, Assembly 1001 shall be
provided on both sides of the road.

CROSSING
7.3.2.1.1 Railway Crossing Sign 2000 Standards

1. DESIGN. Railway Crossing Sign 2000 shall consist of a white “cross-buck” display on a red
backplate (black text and border provided upon the white symbol, showing “RAILWAY” in
English and Arabic).
2. APPLICATION. Sign 2000 shall be placed at the top of Assembly 1000.
7.3.2.1.2 Supplemental Track Plate Sign 2001

1. DESIGN. Supplemental Track Plate Sign 2001 shall consist of a white plate with black text
and border.
2. APPLICATION. Sign 2001 shall be placed below Sign 2000 and shall simply show the
op V1
number of tracks crossed (if two or more). Single track crossings shall not require Sign
2001 installation.
7.3.2.1.3 Flashing Signal Assembly and Backplate Sign 2002
C -
1. DESIGN. Sign 2002 shall include a black backplate. Two red signals of 300 mm diameter
y
C
shall be mounted in the upper half of the backplate side by side and shall flash alternately
during periods when a train is entering, travelling through and departing the crossing. An
amber signal of 300 mm diameter shall be centred beneath the two red signals in the lower
C
half of the backplate.
2. APPLICATION. The amber signal shall provide a steady, non-flashing display in the 10
Q
second period prior to the initiation of the red flashing signal, which shall alternate between
the two red displays. The lowering of any protective gates shall begin no later than 5
seconds after the initiation of red flashing signal. The red flashing signal shall remain
engaged until at least 5 seconds after the protective gates have been raised.
Figure 7-1: Railway Crossing Warning Signal Assembly 1001 (indicating 2 track crossing)

CROSSING
7.3.2.2 Railway Crossing Stop Assembly (Assembly 1002)

Railway Crossing Stop Assembly 1002 shall be used at a railway crossing where the requirements
indicate that the crossing is to be controlled by STOP signs. Such crossings may be located within
rail yards where trains are travelling at slow speeds for the purposes of switching or delivery of
goods.
Assembly 1002 shall not be used at crossings in which trains are travelling at normal or high
speeds and on numbered routes such as AD-routes (or E-routes). In these instances only
Assembly 1001 shall be provided, along with required gates as per the crossing engineering study.
Assembly 1002 shall include the following:
op V1
 Sign 2001 – Supplementary Plate indicating number of tracks
 Sign 301 – Stop Sign

C -
Sign 2003 – Supplementary Plate sign with text indicating the driver is to watch for
y
C
oncoming rail traffic before proceeding
Assembly 1002 shall be placed a minimum of 15 m prior to the outer edge of the first track, with a
C
Stop Line Marking 601 provided 5 m prior to the assembly across the entire carriageway approach,
as per Section 7.3.4.3.
Q
route), and on the right side of single carriageway routes.
7.3.2.2.1 Railway Crossing Sign 2000 Standards

Sign 2000 shall be as per standards in Section 7.3.2.1.
7.3.2.2.2 Supplemental Track Plate Sign 2001

Sign 2001 shall be as per standards in Section 7.3.2.1. Single track crossings shall not require the
use of Sign 2001.

CROSSING
op V1
C -
y
C
C
Figure 7-2: Railway Crossing Stop Sign Assembly 1002 (indicating 2 track crossing)
Q
7.3.2.2.3 Stop Sign 301

Stop Sign 301 shall be mounted beneath Sign 2000 or (only if used) Sign 2001. It shall follow the
requirements of Section 4.2.4.4.
7.3.2.2.4 Supplementary Plate 2003

Supplementary Plate 2003 shall be required for rural routes and may be erected based on an
engineering study at other crossings in industrial zones where it is deemed there are a significant
number of unfamiliar drivers. When used, it shall be required to be mounted directly under the stop
sign and shall contain black text and border and white background, advising drivers to “Watch for
Trains”. The sign shall be the width of the Stop Sign 301 immediately above it. A variant of this sign
for tram crossings is Plate 2003M (see Section 7.4.3).
7.3.3 Advance Warning Signage for Railway Crossings
7.3.3.1 Railway Crossing and Signals Ahead – Assembly 1003

Assembly 1003 shall consist of two signs that give advance warning of a railway crossing
controlled by a signal as configured for Assembly 1001 above, including:
 Railway Crossing Warning Sign (Sign 2010)

 Railway Crossing Signal Regulatory Sign (Sign 2011)
 Supplementary Plate (Sign 589)

CROSSING
The assembly shall be used as the first warning signage encountered, except where long distance
advance warning signs are used (see below), or where this chapter of the Manual specifically
exempts crossings from the need for advance signs.
Assembly shall be placed 200 m prior to the railway crossing. Where an engineering study
indicates that queuing at the railway crossing during the passage of a train would on average
exceed more than 200 m, a second Assembly 1003 shall be provided at a minimum 500 m
advance distance from the crossing (based on queue length of 400 m and stopping distance not
exceeding 100 m), or greater depending on estimated typical queue length and expected vehicle
stopping distance to the back of queue. This distance should be based on expected traffic
volumes, estimated crossing closure (gate-down) time, and typical approach speeds under free
op V1
flow conditions.
If a third advance warning assembly is required, it may be placed at 1000 m prior to the crossing,
based upon engineering studies that demonstrate a need for such signage due to travel speeds,
volumes, and lack of visibility to the crossing.
C -
y
C
Assembly 1003 shall be placed on the right side of the carriageway. Where the display needs to be
repeated on the left-hand side of the carriageway for added emphasis, e.g., on a high volume,
limited sight distance road or on a right-hand curve, the Assembly shall be placed in the median
C
(dual carriageway) or on the left side of a single carriageway facing the traffic approaching the
crossing. If a second (or third) advance warning assembly is required as per the above, they shall
Q
also be mounted on the left hand side as well if justified for the first warning sign.
7.3.3.1.1 Railway Crossing Warning Sign (Sign 2010)

1. DESIGN. Railway Crossing Warning Sign 2010 shall consist of a white triangular sign
meeting the warning sign requirements of Section 4.3, including the use of a black legend
and red border.
2. APPLICATION. The sign shall be placed at the top of Assembly 1003.

CROSSING
Figure 7-3: Assembly 1003 – Railway Crossing and Signals Ahead
7.3.3.1.2 Railway Crossing Signal Regulatory Sign (Sign 2011)

1. DESIGN. Railway Crossing Signal Regulatory Sign 2011 shall consist of a white
rectangular sign with black text and border, with a symbol showing a representation of the
rail crossing signals (black with red and amber display graphics) at the top of the display.
Text shall require drivers to “Obey Signals at Crossing”.
2. APPLICATION. The sign shall be mounted beneath Sign 2010 and shall be used for all rail
crossings that are signalized.
op V1
1. DESIGN. Consistent with requirements of Section 4.4.6.2.7.
2. APPLICATION. Sign shall be placed below the Sign 2011 and shall indicate distance to the
crossing.
C -
7.3.3.2 Countdown Markers (Sign 2012) for Railway Crossings with
y
Warning Signals
C
1. PURPOSE. Where visibility of the railway crossing is limited due to heavy traffic or road
C
geometrics, countdown markers (Sign 2012) shall be provided in the interval between the
advance warning sign (Assembly 1003) closest to the crossing and the crossing itself.
Q
2. DESIGN. Markers shall contain red diagonal stripes on a white background Diagonal
stripes shall be pointed downward to the left if mounted on the right side of the carriageway.
If an advance warning sign is also provided on the left side of the carriageway with a
crossing assembly similarly on the left, countdown markers shall be provided on the left
side as well, except with the stripes pointed downward and to the right.
3. APPLICATION. A total of three markers shall be placed at evenly-spaced intervals between
Assembly 1003 and the stop line located just prior to Assembly 1001 (at the crossing). The
markers shall be installed in the order of decreasing number of stripes, from three to two to
one.
Figure 7-4: Sign 2012 (right hand side)
7.3.3.3 Railway Crossing with Stop Control Advance Warning Signage

Railway crossing with stop control shall have advance warning via a Railway Crossing Warning
Sign (Sign 2010) as described above mounted a minimum of 300 m prior to the crossing, with a
Stop Sign Ahead warning (Sign 428) as described in Section 4.3.4.18.2 mounted a minimum of
200 m prior to the crossing. Pavement markings are addressed in Section 7.3.4.

CROSSING
7.3.3.4 Railway Crossing on Intersecting Road Assembly 1004

If an railway crossing occurs within 300 m to the right or left on an intersecting road, Sign 2010
shall be installed 100 m prior to the intersection, and shall be accompanied by a Supplementary
Plate 589 below, containing Arrow Type 4 (left) or 5 (right) as per the requirements of Section
4.4.2.5.2, Paragraph 3.
op V1
C -
y
C
C
Q
Figure 7-5: Approach Layout for Stop-Controlled Rail Crossing
Figure 7-6: Assembly 1004 Containing Sign 2010 Mounted Above Sign 589 with Type 5 Arrow
(Railway Crossing on Right)
7.3.3.5 Use of Chevron Alignment Markers

Chevron Alignment markers (Sign 454 for bear right and Sign 455
for bear left), as per Section 4.3.5.5.2, are used where the road
approach to the railway crossing is on a sharply curved
alignment. The markers should be positioned around the back of
the curve. Where close spacing of the markers is required, they

CROSSING
may be placed both beside and above Sign 2012 in order to achieve even spacing between the
advance warning sign and the railway crossing location.
7.3.4 Pavement Markings
7.3.4.1 General
A summary of requirements for pavement markings on sealed approached to crossings is as
follows:
 RAIL ‫ حديدية سكة‬X marking 1101 shall be used on all high-speed approaches of
adequate seal width except at crossings on side roads where the distance to the crossing is
op V1
less than specified.
 Stop line marking 601 shall be provided on all approaches in all cases.
 NO PASSING LINE marking 611 (overtaking not permitted) shall be used for the centreline
of all single carriageway approaches.
C -
y
C
7.3.4.2 Railway Crossing Pavement Marking (Marking 1101)
The pavement marking RAIL ‫ حديدية سكة‬X shall be as shown below. Except for crossings on
C
side roads, the marking shall be provided on all approaches where the speed limit is greater than
50 km/h. The marking is to read sequentially. On multilane roads a separate marking shall be
placed in each approach lane.
Q
On through road approaches to a crossing, the marking shall begin approximately 10 m prior to the
first advance sign, but positioned if necessary to provide adequate visual impact giving at least 50
m clear viewing distance to the near edge of the marking.
The marking shall contain the following dimensions:
 X: 6 m height by 3 m width, centred in the travel lane

 Arabic text: 5 m maximum height by 3.5 m maximum width per line
 RAIL: 5 m maximum height by 3.5 m maximum width per line
 Spacing between characters: 7.5 m
7.3.4.3 Stop Line Marking 601

At all railway crossings on sealed roads controlled by Assembly 1001 or 1002, along with gate
control, a stop line shall be provided on each approach to indicate the location at which vehicles
must stop as and when required by law. It shall be placed at right angles to the road centre-line as
follows:
 5 m minimum back from Assembly 1001 or 1002

 5 m back from the gates when closed to road traffic
The stop line shall extend to the centreline or the edge of median (if dual carriageway).
7.3.4.4 No Passing Line Marking 611

On single carriageway roads, NO PASSING LINE Marking 611 (dual solid
longitudinal line) shall be provided on the approaches to and, where necessary, Rail Crossing
Marking 1101
CROSSING
across railway crossings. At the minimum, the No Passing Line on each approach shall extend
from the crossing to the last rail crossing ahead warning sign prior to the crossing, or to the through
road where the crossing is on a side road and requires treatment.
7.3.5 Clear Zone Markings and Signage

Clear zone markings and signage shall be used to discourage traffic queuing on a crossing, as
detailed below.
7.3.5.1 Clear Zone Marking 1102

Where used Clear Zone Marking 1102 shall comprise a white diamond hatch marking as set out in
Figure 7-7. The lines forming the diamond pattern shall be 150 mm wide.
op V1
Where queuing is a problem in one direction only, the box marking shall be placed on that side of
the pavement only as shown in the figure below. If queuing is a problem in both directions of travel,
the marking shall be placed on both sides.
C -
y
C
C
Q
Figure 7-7: Clear Zone Marking
7.3.5.2 Clear Zone Sign 2013

The KEEP CROSSING CLEAR sign is to be located so
that it does not obstruct the crossing signals or
associated signs. A mounting height of less than 1 m may
be required. It shall be a text sign with black legend and
border and white background. It shall be installed
wherever clear zone markings are utilized. It may also be
Sign 2013
installed based on engineering studies where it is

CROSSING
observed that vehicles frequently stop or move too slowly across the tracks regardless of traffic
condition, creating a potential hazard.
7.4 Signs and Markings – LRT Crossings

There are typically two types of LRT crossings:
 Crossings where LRT travels on exclusive right-of-way similar to railways.

 Urban LRT Crossings where LRT is travelling in the middle of, or next to, a street right-of-
way and may be subject to traffic control that is integrated with normal street traffic controls.
For exclusive right-of-way, LRT crossings are handled similarly to other rail crossings, with the
op V1
exceptions noted in the requirements below.
Urban LRT operations are subject to special signalization requirements as defined in the TSES
Manual. Intersection type traffic signals may be used in lieu of flashing railway signal assemblies to
provide active control of light rail crossings in urban areas. Where used, the road approach shall be
C -
treated as though it were an approach to an intersection, i.e. with signs and markings provided in
y
C
accordance with Chapter 4 of this Manual. Where intersection traffic signals are used for LRT
crossings, gates shall not be used except where specially required for protecting pedestrians from
C
approaching trams.
7.4.1 Exclusive LRT Crossing Warning Signal Assembly (Assembly

Q
1011)
LRT Crossing Assembly 1011 for exclusive LRT right-of-way shall include the following signage,
configured to provide warning of oncoming rail vehicles. It shall include the following:

 Sign 2021 – Supplementary Plate indicating this is an LRT facility
 Sign 2002 – Signal backplate and twin flashing red signals and for amber signal which
glows prior to activation of red signals
Assembly 1011 may be used in conjunction with gate control devices that restrict all vehicle and
pedestrian access to the grade crossing area (gate control devices are described in Section 7.5). It
shall be placed a minimum of 15 m prior to the outer edge of the first track, with a Stop Line
Marking 601 provided 5 m prior to the assembly across the entire carriageway approach as
discussed in Section 7.3.4.3.
route). Even for a single carriageway (bi-directional road) approach, Assembly 1001 shall be
provided on both sides of the road.
7.4.1.1 Railway Crossing Sign 2000 Standards

Railway crossing sign standards shall be as per Section 7.3 above.

CROSSING
7.4.1.2 LRT Plate Sign 2021

1. DESIGN. LRT Plate Sign 2021 shall consist of a white plate with black tram symbol and
border. Note that the tram symbol may be subject to change depending on the actual
vehicle shape as well as whether or not a pantograph is used to draw power.
2. APPLICATION. Sign 2021 shall be placed below Sign 2000 and shall simply show that the
crossing represents an LRT facility.
7.4.1.3 Flashing Signal Assembly and Backplate Sign 2002

Sign 2002 shall be designed and implemented as per Section 7.3 above and shall meet the same
operational and display requirements.
op V1
7.4.2 Advance LRT Crossing Warnings
Where the LRT crossing is protected by a modified railway crossing assembly as described in
Section 7.4.1 above, advance warning signage shall be provided as described below.
C -
y
C
C
Q
Figure 7-8: Exclusive LRT Crossing Warning Signal Assembly 1011 (for exclusive LRT right-of-way crossing
road)
7.4.2.1 LRT Crossing and Signals Ahead – Assembly 1013

Assembly 1013 shall consist of two signs that give advance warning of an LRT crossing controlled
by a flashing warning signal (as opposed to normal traffic signal) as configured for Assembly 1011
above, including:
 LRT Crossing Warning Sign (Sign 2015)

CROSSING
 Railway Crossing Signal Regulatory Sign (Sign 2011)

 Supplementary Plate (Sign 589)
Assembly shall be placed a minimum of 200 m prior to the railway crossing, but may be greater
based on expected traffic volumes, estimated crossing closure (gate-down) time, and typical
approach speeds under free flow conditions. A second advance assembly should be considered if
engineering studies indicate there would be substantial queuing during a typical gate-down period
and no other technical or grade-separation options are available or being considered. If used, the
secondary assembly should be placed 100 m behind the location where the longest queuing would
be expected to occur.
Assembly 1013 shall be placed on the right side of the carriageway. Where the display needs to be
op V1
repeated on the left-hand side of the carriageway for added emphasis, e.g., on a high volume,
limited sight distance road or on a right-hand curve, the Assembly shall be placed in the median
(dual carriageway) or on the left side of a single carriageway facing the traffic approaching the
crossing.
C -
y
C
C
Q
Figure 7-9: Assembly 1013 – LRT Crossing and Signals Ahead
7.4.2.1.1 LRT Crossing Warning Sign (Sign 2015)

1. DESIGN. Railway Crossing Warning Sign 2010 shall consist of a white triangular sign
meeting the warning sign requirements of Section 4.3, including the use of a black legend
and red border.
2. APPLICATION. The sign shall be placed at the top of Assembly 1013.

CROSSING
7.4.2.1.2 Railway Crossing Signal Regulatory Sign (Sign 2011)

Consistent with Section 7.4.1.1.2.

Consistent with Section 7.4.1.1.3.
7.4.3 Urban LRT Crossings – Signs and Markings

For urban LRT crossings, which are treated similarly to other vehicle crossings (meaning some
form of traffic control signalisation or signage which alternates right-of-way between trams and
other vehicle flows), the focus is on advance warning of an intersection in which trams may be
op V1
crossing. A key safety emphasis is on pedestrians, assuring they are not crossing in front of a
moving tram as it is approaching a junction or pathway. To this end, movable “swing gates” may be
provided that block pedestrian crossings over the LRT right-of-way when a tram is approaching.
Gate controls are discussed in Section 7.5.
C -
Side road or driveway approaches to the LRT facility shall be protected at the minimum with a Stop
y
Sign 301 as discussed below.
C
7.4.3.1 Traffic Signal Ahead at LRT Crossing Assembly 1014A-B
C
For advance warning LRT crossings protected by traffic signal operations, Assembly 1014 shall
Q
consist of an LRT Plate Sign 2021 shall be provided underneath a standard Traffic Signal Ahead
Sign 430A or, where needed, Sign 430B (for approach speeds of 80 km/h and higher). The
Assembly shall be installed and placed as per the requirements of Section 4.3.4.20 of this Manual
for advance traffic signal ahead signs.
Figure 7-10: Assembly 1014A (Sign 430A with Sign 2021)

CROSSING
op V1
Figure 7-11: Assembly 1014B (Sign 430B with Sign 2021)
7.4.3.2 Unsignalized Crossing of LRT Facility on Local Street or

Driveway
C -
y
C
7.4.3.2.1 LRT Crossing on Side Road Assembly 1015
C
1. If a side road or driveway crosses an LRT facility travelling on the outer edge of a urban
roadway (but physically separated from the roadway), an Advance LRT Crossing Assembly
1015 shall be provided with an advance LRT crossing warning sign 2015 and a
Q
Supplementary Sign 589 below containing the appropriate Arrow Type 4 (left) or 5 (right) as
per the requirements of Section 4.4.2.5.2, Paragraph 3.
2. NOTE: Advance warnings for left turn or right turns across LRT tracks shall be required for
cross roads, assuming they provide adequate time and space for the driver to see the
oncoming tram. An electronic “no right turn” display is to be provided at the unsignalized
side road junction and activated when trams are approaching the side road crossing on the
right. If the access is to the left side of the carriageway, an electronic “no left turn” display
shall be provided at the unsignalized side road junction.
Figure 7-12: Assembly 2015 (Sign 2015 with Sign 589, Type 5 Arrow shown)

CROSSING
7.4.3.2.2 Advance Warning of LRT Crossing (Stop-Controlled, No Signal or Gate)

For local roads approaching an LRT crossing where the LRT facility is travelling on the outer edge
of an urban roadway (but physically separated), a stand-alone Advance LRT Crossing Warning
Sign 2015 shall be mounted a minimum 200 m from the crossing.
7.4.3.2.3 LRT Crossing, Stop Control Assembly 2016 and Stop Line Marking 601
For local roads crossing an LRT facility travelling on the outer edge of an urban roadway (but
physically separated), Assembly 2016 shall consist of a Stop Sign 301 provided a minimum of 10
m prior to the outer track with a “Watch for Trams” sign 2003M placed below the stop sign. Stop
Line Marking 601 shall be provided in the direction of travel approaching the LRT crossing, no
op V1
more than 5 m prior to the Assembly 2016 installation.
C -
y
C
C
Q
Figure 7-13: Assembly 2016 (Sign 301 plus Sign 2003M, Sign 2021 as alternative)
Optionally, sign 2021 (LRT plate) may be used instead of sign 2003M. Depending on local drivers’
familiarity with LRT operations, the “Watch for Trams” plate may be more appropriate when such
operations are first initiated.
7.5 Signalization and Gates

7.5.1 Active Control Devices
Railway Crossing Assembly 1001 (Section 7.3.2) or Railway Crossing Assembly 1011 (Section
7.4.1) shall be used at all crossings with overhead mast arms or active gate assemblies as
discussed below.
7.5.1.1 Overhead Signals

Overhead flashing signals should be used in conjunction with pedestal mounted assemblies in the
following cases:

CROSSING
 Where stopping sight distance to the pedestal mounted assembly is inadequate, e.g.
because of vertical or horizontal alignment or other sight obstruction.
 Where sue to sight obstruction caused either by road geometry or frequent presence of
high vehicles, the pedestal mounted assembly is not continuously visible as the road user
approaches the crossing over the stopping sight distance.
 Where there are more than two traffic lanes on the approach.
Regardless of the above, overhead signals should be omitted if there is a likelihood that they could
appear confusing in relation to an adjacent signalized intersection.
A typical mast arm is shown in Figure 7-14.
op V1
C -
y
C
C
Q
Figure 7-14: Overhead Flashing Signal Assembly
Overhead signals may be needed on side road approaches to a crossing if any of these
requirements are met for traffic on these approaches. The overhead signals shall be identical to
Assembly 1001 or 1011 except intermediate sign 2001 (number of tracks) or 2021 (LRT symbol)
shall not be provided on the overhead assembly.
The bottom edge of the overhead flasher shall be no lower than 5600 mm above the crown of the
pavement.
7.5.1.2 Railway Crossing Gates

On crossings with a single gate, Assemblies 1001 or 1011 shall be utilized on the right side. When
double gates are used (two per carriageway), Assemblies 1001 or 1011 shall be placed on both
sides of the road to face approaching traffic.
A typical single boom crossing gate assembly is illustrated in Figure 7-15. This example illustrates
the spacing of the red flashers on the gate boom assembly itself along with the gate striping
concept.

CROSSING
For maximum visibility, a double gate assembly with dual overhead mast arms may be utilized.
Such a set-up is appropriate for high-speed (80 km/h or more) approaches with four or more lanes
of traffic, or for locations with limited visibility.
op V1
C -
y
C
Figure 7-15: Typical Railway Crossing Flashing Signal and Boom Barrier Assembly
7.5.1.2.1 Functional Standards

C
1. The automatic gate shall consist of a drive mechanism and a fully retroreflectorized red-
and white-striped gate arm with lights. When in the down position, the gate arm shall
Q
extend across the approaching lanes of road traffic.

2. Operational Sequence is as follows:
a. Amber warning light (solid) (3 seconds) and audible alarm sound

b. Yellow extinguished and followed by flashing red
Barriers lower 4-6 seconds after flashing red lights. (turn off audible alarm when
barriers are lowered).
c. Lights continue flashing
d. Once train clears the barrier-raising sequence is as follows for either manual or auto
operation:
i. All Barriers rise

ii. Flashing lights extinguish when the barriers rise above 45 degrees.
3. In the normal sequence of operation, unless constant warning time detection or other
advanced system permits otherwise, the flashing-light signals and the lights on the gate
arm (in its normal upright position) shall be activated immediately upon detection of
approaching rail traffic. The gate arm shall start its downward motion not less than 3
seconds after the flashing-light signals start to operate, shall reach its horizontal position at
least 27 seconds before the arrival of the rail traffic, and shall remain in the down position
as long as the rail traffic occupies the grade crossing.
4. When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the
gate arm shall ascend to its upright position.
5. The gate arm should ascend to its upright position in 12 seconds or less.
6. In its normal upright position, when no rail traffic is approaching or occupying the grade
crossing, the gate arm should be either vertical or nearly so.

CROSSING
7. In the design of individual installations, consideration should be given to timing the

operation of the gate arm to accommodate large and/or slow-moving road vehicles. An
additional 5 seconds of time should be allowed for the gate downward motion for routes of
3 lanes or more in each direction. Thus, rail detection should be provided further away from
the junction in order to maintain the advance period of 27 seconds prior to train arrival that
the gates are fully down.
8. The gates should cover the approaching road to block all road vehicles from being driven
around the gate without crossing the centre line.
9. Gate arms shall be fully retroreflectorized on both sides and shall have vertical stripes
alternately red and white at 500 mm intervals measured horizontally.
10. Gate arms shall have at least three red lights as provided in Figure 7-15 above.
op V1
11. When activated, the gate arm light nearest the tip shall be illuminated continuously and the
other lights shall flash alternately in unison with the flashing-light signals.
12. The entrance gate arm mechanism shall be designed to fail safe in the down position.
C -
7.5.1.2.2 Installation Standards
y
C
1. When there is a curb on the approaching carriageway, a horizontal offset of at least 700
mm shall be provided from the face of the vertical curb to the closest part of the signal or
gate arm when parked in its upright position.
C
2. Where there is a shoulder, but no curb, on the approaching carriageway, a horizontal offset
of at least 700 mm from the edge of a paved or surfaced shoulder shall be provided to the
Q
closest part of the upright gate arm, with an offset of at least 2 m from the edge of the
travelled way.
3. Where there is no curb or shoulder, the minimum horizontal offset to the closest part of the
upright gate arm shall be 2 m from the edge of the travelled way.
4. “skirts” (bollards hanging beneath the gate assembly shall be used where it is necessary to
prevent passage of pedestrians under the gates
7.5.1.2.3 Guidance
1. Equipment housings (controller cabinets) should have a lateral offset of at least 10 m from
the edge of the road, and where railway or LRT property and conditions allow, at least 9 m
from the nearest rail.
2. If a pedestrian route is provided, sufficient clearance from supports, posts, and gate
mechanisms should be maintained for pedestrian travel.
3. When determined by an engineering study, a lateral escape route to the right of the road in
advance of the grade crossing traffic control devices should be kept free of guardrail or
other ground obstructions. Where guardrail is not deemed necessary or appropriate,
barriers should not be used for protecting signal supports.
4. The same lateral offset and roadside safety features should apply to flashing-light signal
and automatic gate locations on both the right-hand and left-hand sides of the roadway.
5. Where both traffic control signals and flashing-light signals (with or without automatic gates)
are in operation at the same road-LRT grade crossing, the operation of the devices should
be coordinated to avoid any display of conflicting signal indications.

CROSSING
7.5.2 Four-Quadrant Gate Systems
7.5.2.1 Standards
1. A Four-Quadrant Gate system shall consist of entrance and exit gates that control and
block road users on all lanes entering and exiting the grade crossing. Figure 7-16 provides
an example of different configurations.
2. The Four-Quadrant Gate system shall use a series of drive mechanisms and fully
retroreflectorized red- and white-striped gate arms with lights, and when in the down
position the gate arms extend individually across the entrance and exit lanes of the
roadway. Standards for flashing-light signals shall be followed for signal specifications,
op V1
location, and clearance distances.
3. In the normal sequence of operation, unless constant warning time detection or other
advanced system requires otherwise, the flashing-light signals and the lights on the gate
arms (in their normal upright positions) shall be activated immediately upon the detection of
approaching rail traffic. The gate arms for the entrance lanes of traffic shall start their
C -
y
downward motion not less than 3 seconds after the flashing-light signals start to operate
C
and shall reach their horizontal position at least 5 seconds before the arrival of the rail
traffic. Exit gate arm activation and downward motion shall be based on detection or timing
C
requirements established by an engineering study of the individual site. The gate arms shall
remain in the down position as long as the rail traffic occupies the grade crossing.
4. When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the
Q
gate arms shall ascend to their upright positions, following which the flashing-light signals
and the lights on the gate arms shall cease operation.
5. Gate arm design, colours, and lighting requirements shall be in accordance with the
Standards contained in this chapter.
6. Except as provided, the exit gate arm mechanism shall be designed to fail-safe in the up
position.
7. At locations where gate arms are offset a sufficient distance for road vehicles to drive
between the entrance and exit gate arms, median islands with curbs shall be installed in
accordance with the needs established by an engineering study, so to avoid the possibility
of drivers crossing the tracks with the gates down.
7.5.2.2 Guidance
1. The gate arm should ascend to its upright position in 12 seconds or less.
2. Four-Quadrant Gate systems should only be used in locations with constant warning time
detection.
3. The operating mode of the exit gates should be determined based upon an engineering
study, with input from the affected railway company or DMAT Public Transport.
4. If the Timed Exit Gate Operating Mode is used, the engineering study, with input from the
affected railway company or DMAT Public Transport, should also determine the Exit Gate
Clearance Time.
5. If the Dynamic Exit Gate Operating Mode is used, road vehicle intrusion detection devices
that are part of a system that incorporates processing logic to detect the presence of road
vehicles within the minimum track clearance distance should be installed to control exit gate
operation.

CROSSING
op V1
C -
y
C
C
Q
Figure 7-16: Example of Location Plan for Flashing-Light Signals and Four-Quadrant Gates
6. Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time
should be considered when determining additional time requirements for the Minimum
Warning Time.
7. If a Four-Quadrant Gate system is used at a location that is adjacent to an intersection that
could cause road vehicles to queue within the minimum track clearance distance, the
Dynamic Exit Gate Operating Mode should be used unless an engineering study indicates
otherwise.
8. If a Four-Quadrant Gate system is interconnected with a road traffic signal, backup or
standby power should be considered for the road traffic signal. Also, circuitry should be
installed to prevent the road traffic signal from leaving the track clearance green interval
until all of the gates are lowered.

CROSSING
9. At locations where sufficient space is available, exit gates should be positioned

downstream from the track a distance that provides a safety zone long enough to
accommodate at least one design vehicle between the exit gate and the nearest rail.
10. Four-Quadrant Gate systems should include remote health (status) monitoring capable of
automatically notifying railway or LRT signal maintenance personnel when anomalies have
occurred within the system.
11. Where sufficient space is available, median islands should be at least 60 feet in length.
7.5.2.3 Examples
1. Four-Quadrant Gate systems may be installed to improve safety at grade crossings based
on an engineering study when less restrictive measures, such as automatic gates and
op V1
median islands, are not effective.
2. Exit gate arms may fail in the down position if the grade crossing is equipped with remote
health (status) monitoring.
3. Four-Quadrant Gate installations may include median islands between opposing lanes on
C -
an approach to a grade crossing.
y
C
7.5.3 Wayside Horn Systems
C
The rail or LRT owning authority or contracted operator shall be wholly responsible for providing
dependable audible warning systems for the crossing function that is appropriate to the nature of
the grade crossing, particularly involving pedestrians and bicyclists.
Q
7.5.3.1 Standard
1. Wayside horn systems shall be provided at grade crossings where the locomotive horn is
not sounded.
2. Audible alarms should have volume control settings that may adjust between day and night
conditions (e.g., reduced volumes at night near residential areas).
7.5.3.2 Guidance
The same lateral clearance and roadside safety features should apply to wayside horn systems as
described in the Standards contained in this chapter. Wayside horn systems, when mounted on a
separate pole assembly, should be installed no closer than 5 m from the centre of the nearest track
and should be positioned to not obstruct the motorists’ line of sight of the flashing-light signals.
7.5.3.3 Example
A wayside horn system may be installed to provide audible warning directed toward the road users
at a road-rail or road-LRT grade crossing or at a pathway grade crossing.
7.5.4 Rail Traffic Detection

The rail or LRT owning authority or contracted operator shall be wholly responsible for providing
dependable detection for the crossing function that is appropriate to the rail traffic type, operating
speed and volume, as well as accommodating the operational characteristics of junctions and
station stops.

CROSSING
7.5.4.1 Standards
1. The devices employed in active traffic control systems shall be actuated by some form of
rail traffic detection.
2. Rail traffic detection circuits, insofar as practical, shall be designed on the fail-safe principle.
3. Flashing-light signals shall operate for at least 20 seconds before the arrival of any rail
traffic.
7.5.4.2 Guidance
Where the speeds of different rail traffic on a given track vary considerably under normal operation,
special devices or circuits should be installed to provide reasonably uniform notice in advance of all
op V1
rail traffic movements over the grade crossing. Special control features should be used to eliminate
the effects of station stops and switching operations within approach control circuits to prevent
excessive activation of the traffic control devices while rail traffic is stopped on or switching upon
the approach track control circuits.
C -
y
7.5.4.3 Examples
C
1. On tracks where all rail traffic operates at less than 35 km/h and where road users are
C
directed by an authorized person on the ground to not enter the crossing at all times that
approaching rail traffic is about to occupy the crossing, a shorter signal operating time for
the flashing-light signals may be used.
Q
2. Additional warning time may be provided when determined by an engineering study.
7.5.5 Exclusive Bus Lane Signs

Section 4.2.6.10 provides specific guidance on the use of exclusive lanes for buses and shall be
the reference for access management to bus lanes on arterial facilities. However, bus lane signage
as required for separate express bus lanes/busways or freeway lanes reserved for buses is
defined in further detail in Section 7.6.
7.5.6 Exclusive LRT/Tram Lane Signs 395.1, 395.2, and 395.3

If trams utilize specific lanes (either curb or median lanes) exclusively, they are to be configured in
a similar fashion to those for bus lanes, as described in the following.
7.5.6.1 Description
Signs 395.1-395.3 indicate to drivers that a roadway or lane dedicated for the use of trams or an
access to a facility so signed is reserved for DMAT trams only. Although these facilities may be
adjacent to the roadway they are not always part of the road right of way. Notwithstanding this
situation, it is appropriate that signs 395.1 through 395.4 be used to regulate access to such
facilities.
7.5.6.2 Operational Considerations

Tram lanes that are located within a road or street carriageway are generally governed by traffic
control systems that also operate other lanes of traffic. Tram lanes will likely have separate traffic
control phasing and displays compared with other lanes, so as to provide to maintain scheduled
services and headways between trams, and minimize stops and delays caused by traffic signal

CROSSING
operations. Further discussion of LRT-related signal operations is found in Section 3.2.5 of the
TSES Manual.
7.5.6.3 Standards
1. Purpose. TRAM LANE signs 395.1, 395.2, and 395.3 shall define the presence of a lane
only open to trams.
2. Functions. Each of the signs shall function as follows:
a. TRAM LANE AHEAD ON RIGHT Sign 395.1 indicates the start of a tram lane on the
right (a left hand tram lane shall be indicated by a mirrored image of the sign, which
would be known as Sign 395.1L). These are typically provided where LRT tracks
op V1
merge from another road or separate facility into the roadway.
b. TRAM LANE INTERMEDIATE Sign 395.2 indicates the continuity of the tram lane
on the right (a left hand tram lane shall be indicated by a mirrored image of the sign,
which would be known as Sign 395.2L).
C -
c. END OF TRAM LANE Sign 395.3 indicates the end of a tram lane on the right (a left
y
C
hand tram lane shall be indicated by a mirrored image of the sign, which would be
known as Sign 395.3L). In reality, the LRT tracks may not “end” but may divert to
another route or facility.
C
Q
3. Installation. Requirements are as follows:
a. Sign 395.1 (395.1L for left-hand tram lanes) shall be placed on the side of the
carriageway where the tram lane is to begin, a minimum 200 m from the beginning
of the tram lane.
b. Sign 395.3 (395.3L for left-hand tram lanes) shall be placed a minimum 200 m from
the end of the tram lane.
c. Sign 395.2 (395.2L for left-hand tram lanes) is placed at 250 m intervals on arterial
routes, mounted on the side of the carriageway in which the tram is travelling.
4. Appearance Requirements are as follows:
a. Sign 395.1 to 395.3 shall utilize blue rectangular signage with white border and
white icons/legend showing lane separation and tram symbols.
7.5.6.4 Guidance
1. Signs 394.1-394.3 indicate to drivers of vehicles that a portion of roadway is reserved as a
TRAM LANE for the use of DMAT Public Transport trams only, except in the event of an

CROSSING
emergency where emergency vehicles (Police and Civil Defence) are required to use the
lanes in order to access an event that involves actual or potential injuries or fatalities. In
order to clarify this for initial implementation of bus lane facilities in a community, the use of
Signs 395.1 at the beginning of a bus lane may be accompanied by a post-mounted NO
MOTOR VEHICLES Sign 359, as described in Section 4.2, which excludes other types of
motor vehicles.
2. Signs 395.1, 395.2, and 395.3 shall be used in conjunction with CHANNELIZING LINE
marking 612 if no other physical channelization (e.g., two-sided curbs or permanent
bollards) is used, along with any other relevant pavement markings determined by the
detailed design of the tram reservation lane. Marking 612 prohibits other road users from
crossing into the tram lane at any point.
op V1
3. Tram lanes may be located on the right side of the roadway adjacent to the curb line, or on
a dual carriageway road they can be located on the left side adjacent to the median
provided the service is essentially non-stop, or the median is wide enough to provide
stopping places where passengers can be picked-up or dropped off from the right side of
C -
the tram. In the case of a left side tram lane the symbol/lane detail on signs 395.1, 394.5,
y
C
and 395.3 should be mirrored and entitled 395.1L, 395.2L, and 395.3L.
4. The routing and configuration of the tram lane required detailed engineering design based
on the specific site criteria. In general terms sign 395.2 should be positioned once per
C
section of road between intersecting side roads. If these sections are lengthy, signs should
be repeated at 250 meter intervals.
Q
7.6 Managed Lanes (Express Bus and Carpool Facilities)

Signage and Marking on Freeways
7.6.1 Introduction
7.6.1.1 Physical Types of Facilities

Two physical types of Managed Lanes (exclusive bus / carpool facilities) may be implemented on
freeways:
 Dedicated lanes (paint separation rather than barrier separation)

 Barrier-separated lanes (physical separation from “general-purpose” freeway lanes)
The physical differences between these two types of managed lane facilities imply different
approaches to signing and marking for each type of facility.
7.6.1.2 Operational Types of Facilities

Managed lanes possess some combination of the following types of operation:
1. Access restrictions by vehicle type: The lanes may be used in the time periods indicated
below by only vehicles possessing specific characteristics. These include one or more of
the following:
a. Public Transport buses approved by DMAT for use of a specific managed lane
facility. This may include buses operated by DMAT, Dubai RTA, and other public
transport authorities providing bus service to, from and within the Emirate. Other

CROSSING
buses (e.g., airline shuttle buses) may also be certified by DMAT for use of
managed lane facilities.
b. Carpool vehicles carrying a prescribed number of passengers as indicated by
roadside signing. A carpool may range from a minimum of two passengers (driver
and one rider) to a number prescribed by DMAT. Such vehicles are considered to
be High-Occupancy Vehicles (or HOV’s), and the classification of the minimum
passenger counts required for use of the lanes is “HOV-n”, where n refers to the
number of passengers required for a vehicle to qualify as a carpool vehicle at a
particular location and time (e.g., HOV-3 refers to a carpool of 3 or more
passengers, including the driver).
c. Trucks may either be restricted from using a managed lanes facility, or conversely,
op V1
a managed lanes facility may be specifically designated for truck use only, in order
to minimize truck/auto conflicts that may occur in the general purpose lanes. In
these cases, “Truck Only” signing and truck symbols (signing and marking) may be
used in place of bus lane indications and symbols (signing and marking).
C -
y
2. Access based on electronic toll payment scheme: Particular lanes may feature electronic
C
tolling during part or all of the day, in which tolls in the managed lanes are often adjusted
higher during peak periods in order to control demand and assure a minimum level of
C
service (typically Level of Service C, assuring traffic is able to move at a minimum of 80
km/h even if vehicles in other lanes are travelling at slower speeds). This operation should
be accompanied by electronic signing which show the toll rates prior to the driver entering
Q
the managed lane facility. Static toll displays may be used to show the toll rates if such
rates are fixed at all times or by time-of-day.
3. Access based on time of day/day of week: Depending on the time of day or day of week,
managed lane access may have variable restrictions. For example, a managed lane may
be open only to buses and carpool vehicles during specific periods, but may be open to all
vehicles during other periods. This is typically governed using electronic signing, unless the
restrictions are for specific time periods and days of the week.
For the purposes of simplicity, two types of facilities are described in the examples presented in the
next several subsections:
 Express Lanes, permitting carpools of specific passenger counts and higher (for example,
HOV-3) along with authorized buses.
 Bus Lanes, permitting authorized buses only.
7.6.2 Overview of Non-Barrier-Separated Managed Lane Facilities
7.6.2.1 Purpose
Dedicated lanes for express bus and/or carpool use involve continuous signing and
complementary markings along the freeway facility in advance of, and along the dedicated lane, in
order to govern access in and out of the lane as well as remind drivers of the implications of
violating the lane use requirements. Where indicated, signing may also be replicated using
electronic dynamic message signs that provide variable messages depending on time of day and
lane use strategy required by DMAT operations staff in real-time.

CROSSING
Where a physical separation is not provided, the managed lane shall be separated from the
general purpose lanes by a painted buffer zone ranging from a minimum of 200 mm to an optimal
width of 1500 mm in width (depending on existing road geometrics and volumes), with 800 m to
1000 m long segments as needed in which traffic may enter or exit the managed lane. This is
described in the illustrations presented below.
7.6.2.2 Operational Concept

Access to the dedicated managed lane shall be governed by signing and markings at designated
locations. The managed lane may either begin as an “add-lane” (where a lane is added to the left
side) or a “left lane transition” (where the current left lane transitions from general-purpose use to
managed lane use). Figure 7-17 shows the typical configuration for an add-lane transition while
op V1
Figure 7-18 shows the typical configuration for a left lane transition. In each of these examples, the
transitions at the start and finish of the Managed Lane facility are shown. Intermediate transitions
and detailed striping details are not shown in the above two figures.
C -
y
C
C
Q
Figure 7-17: Configuration for “Add-Lane” Contiguous Managed Lane

CROSSING
Conversely, Figure 7-19 shows intermediate transitions in which traffic may transfer between the
managed lane and general purpose lanes (and vice versa) for a distance not to exceed 1000 m,
starting no less than 1000 m after a key interchange and ending no less than 1500 m prior to a
downstream interchange, in order to minimize potential impacts of weaving. Where interchanges
are spaced less than 3500 m apart, no intermediate transitions should be provided. It is noted the
example is for a managed lane facility that serves as an “Express Lane”. Bus Lanes may be
configured similarly or may be striped to allow for continuous crossovers. In some cases, up to two
lanes may be transitioned to managed lane operations. However, this should not be done if the full
directional carriageway is less than four lanes in width. Engineering studies should determine the
number of managed lanes needed and the number of purpose lanes to be retained in order to
assure safe and stable traffic flow on the freeway.
op V1
Section 7.6.4 provides signage requirements while Section 7.6.5 addresses markings.
C -
y
C
C
Q
Figure 7-18: Configuration for Left Lane Transition to Managed Lane

CROSSING
op V1
C -
y
C
C
Q
Figure 7-19: Configuration for in-Out Transition between Managed Lane and General Purpose Lanes (non-
barrier-separated facility)
7.6.3 Barrier-Separated Managed Lane Signage and Marking
7.6.3.1 Purpose
Barrier-separated dedicated lanes for express bus and/or carpool use involve guide signing at
managed lane access points and complementary markings along the freeway facility at the
physical access and slip ramp locations, as well as remind drivers of the implications of violating
the lane use requirements. Where indicated, signing may also be replicated using electronic
dynamic message signs that provide variable messages depending on time of day and lane use
strategy required by DMAT operations staff in real-time. Examples are provided in Section 7.6.4.
Barrier separations are typically best suited to bus or carpool facilities that are high volume (e.g.,
1000 vehicles per hour or greater), where transitions between managed lane and general purpose
lane traffic need to be strictly controlled from a safety perspective, where general purpose lane

CROSSING
traffic volumes are greater than 1500 vph per lane, and/or where travel speeds within the managed
lane are expected to differ substantially from General Purpose lane travel speeds under typical
operation (to be confirmed by appropriate engineering and operational simulation studies).
7.6.3.2 Operational Concept

Access to the barrier-separated managed lane requires advance and gore signage similar to other
types of freeway interchanges. In general, the barrier-separated lane branches as an exit from the
left side of the carriageway and travels within the freeway median, although in some cases there
could be a right-hand exit and flyover bridge to the left side / median where the managed lane is
travelling. Such cases, as determined by an engineering study, may be appropriate for facilities
with five or more general purpose lanes, where it is desirable to avoid excessive weaving and lane-
op V1
changing ahead of the managed lane access point.
On occasion, one to two left lanes may drop from the general purpose lanes to form the barrier-
separated managed lane facility, similar to the example in Section 7.6.2 which showed a left lane
C -
transitioning from a general purpose lane to a managed lane.
y
C
Figure 7-20 shows the typical configuration for the transition to a barrier-separated managed lane
facility. Intermediate transitions and detailed striping details are not shown in the figure.
C
There are two types of intermediate transitions (sometimes referred to as “slip ramps”) that may
occur within a managed lane facility. One transition is from a general purpose lane a managed
Q
lane, and is shown in Figure 7-20. In this example, the intermediate transition requires similar
signage to an initial managed lane entrance transition, with the need to provide signing directly
over the general purpose lane where the transition will originate (typically the left lane, but it is
possible that the right lane may be used in conjunction with a flyover bridge to the managed lane
facility).
The second type of transition is from the managed lane facility to the general purpose lanes, and is
signed to show the information for the next interchange from the general purpose lanes, at least
1500 m downstream from the transition (see discussion next paragraph). The information may
consist of destination, road name or route number/emblem.
Transitions to the managed lane should begin no less than 1000 m after a key interchange and
transitions from the managed lane should end no less than 1500 m prior to a downstream
interchange, in order to spread weaving manoeuvres over a satisfactory distance. Where
interchanges are spaced less than 3500 m apart, only one transition (either to or from the
managed lane) should be provided.
Termination of the managed lane facility should use signage configured similarly to that shown in
Section 7.6.2 (either to merge with the general purpose lanes or to continue through as a general
purpose lane (no merge).

CROSSING
op V1
C -
y
C
C
Q
Figure 7-20: Configuration for Intermediate Entry to Barrier-Separated Managed Lane
7.6.4 Signing Standards

This section presents the Signing Standards for managed lane facilities, described in terms of
“Express Lanes” and “Bus Lanes” for the purposes of relating these signs to the examples in the
prior two sections. It is noted that these signs combine elements of Freeway Guide Signs (Section
4.4.5) with Regulatory Signs (Section 4.2) and Warning Signs (Section 4.3) as necessary to
describe the information and operation of the managed lane facility and transitions to and from
those lanes. Font sizes shall correspond to font size requirements for overhead and side-mounted
guide signs on freeways as presented in Section 4.4.2.2.3.
The following types of guide sign may be specified for use as part of managed lane applications:

CROSSING
op V1
C -
y
C
C
Q
Figure 7-21: Configuration for Intermediate Exit from Barrier-Separated Managed Lane
 Managed Lane Advance Direction Sign 551MA

 Managed Lane Advance Ongoing Movement Sign 551MC
 Managed Lane Regulatory Signs 558m And 559M
 Managed Lane Direction Sign 552M
 Managed Lane Ongoing Movement Sign 553M And Begin Plate Sign 560
 Managed Lane Entrance Gore Sign 555M
 Managed Lane Advance End Sign 559M
 Managed Lane Ends – Merge Right Sign 561M
 Managed Lanes Regulatory End Signs 562m And 563M
 Managed Lane Slip Ramp Exit Direction Signs 551MR, 552MR, 551MRS And 552MRS
 Exit Direction Signs From Managed Lane (Dedicated Exit Ramp) Signs 517MX, 518MX
551MX And 552MX
 Managed Lane Exit Distance Sign 585M

CROSSING
7.6.4.2 Signs
7.6.4.2.1 Managed Lane Advance Direction Sign 551MA
1. Purpose. Sign 551MA provides advance information on a managed lane which diverges
either from the left or right lane, indicating the basic nature of the facility (e.g., Express
Lane or Bus Lane) and the distance to the beginning of the facility. The sign is mounted as
an overhead sign and shows the direction (upward left or upward right arrow) that the lane
travels from the general purpose lane.
2. Application and Location. MANAGED LANE ADVANCE DIRECTION Sign 551MA is
provided where a separate lane diverges from the general purpose lanes (continuous lane
transition to managed lane requires a Sign 551MC). Downward lane arrows are not used
op V1
for this application, as such arrows in combination with the lane restriction signage (Sign
558M and 559M) may imply a lane restriction for the general purpose lane
3. Installation. Sign 551MA shall be mounted on overhead gantries or cantilever supports in
advance of the managed lane transition. They shall be mounted as follows:
C -
y
C
a. At 1800-2300 meters prior to transition (recommended): Sign shall indicate the
managed lane transition is 2000 meters away, and shall indicate the type of
managed lane (e.g., Express Lane or Bus Lane). Directional arrow (upward left or
C
upward right Type 8 arrow) is optional, provided the sign is mounted on the left side
(for left hand managed lane) or right side (for right hand managed lane).
Q
b. At 900-1200 meters prior to transition (required): Sign shall indicate the managed
lane transition is 1000 meters away. If facility will be an Express Lane, sign shall
provide carpool restriction information as part of message (e.g., HOV-3 for
restrictions to vehicles with 3 persons or more along with authorized buses),
matching the regulatory information provided on Signs 558M and 559M. Directional
arrow (upward left or upward right Type 8 arrow) shall be provided to show the side
in which the managed lane will be added.
4. Consistent Information. Exit direction Sign 552M and Sign 551MA shall contain consistent
information as to the description of the facility and regulatory information.
5. General Appearance. Sign 551MA shall utilize blue background identical to other Guide
Signs for freeways (Section 4.4.5) with white border and white legend, with the exception of
items indicated below that represent sign inserts.
6. Eligible items for display: The following items only, are eligible for display on MANAGED
LANE ADVANCE DIRECTION signs 551MA:
a. Upward left or right Type 8 arrow (normally upward left as most managed lanes are
expected to be left hand lane facilities).
b. Managed Lane facility designation (Express Lane or Bus Lane; however, facility
branding or logo as defined or approved by DMAT may be provided).
c. HOV or Bus Symbol.
d. Regulatory restriction plate (if HOV restriction is provided).
e. Distance to start of facility (Arabic numerals [English] and units).
The policy on the display of each of these items and their placement on the sign are described in
the following paragraphs and illustrated below.

CROSSING
1. Upward left or right angled arrow (Type 8). Requirements are as follows:
a. One Type 8 arrow shall be displayed in the direction the Managed Lane is added.
For left hand managed lanes, it shall be placed to the left of the distance
information, in the left half of the sign. For right hand managed lanes, it shall be
placed to the right of the distance information, in the right half of the sign.
b. The arrows shall be placed on the sign background and shall be white. Lane drops
shall require use of Sign 551MC.
2. Managed Lane Facility Designation. Facility designation shall consist of one of the
following, on a white background, as an insert on the blue guide sign.
a. English and Arabic text in black, designating facility as Express Lane or Bus Lane.
op V1
b. Approved facility brand name or logo as defined or approved by DMAT.
c. Locate to the right of the HOV or Bus symbol as described below.
3. HOV or Bus Symbol. HOV symbol (narrow diamond) shall be placed on the left portion of
C -
the sign, vertically centred next to the facility designation insert for “Express Lane”, while a
y
C
Bus symbol shall be placed on the top portion of the sign, horizontally centred above the
facility designation insert for “Bus Lane”.
4. Regulatory restriction. If there is a restriction related to vehicle occupancy on the facility
C
(e.g., HOV-3 or HOV-5), a black plate with white border and white text indicating the
restriction shall be centred under the facility designation.
Q
5. Distance to transition. Distance to the managed lane transition shall be displayed in Arabic
a. When the sign has been located within the permissible ranges of distances from the
transition, as per Paragraph 2 above, the nominal distances of 1000 meters or 2000
meters shall be displayed.
c. Transition distance shall be provided to the right of the Type 8 arrow when that
arrow is pointed to the upward-left, and to the left of the Type 8 arrow when that
arrow is pointed to the upward-right. On the 2000 m advance sign, if a directional
arrow is not provided, distance shall be centred on the lower portion of the sign
beneath the managed lane facility designation and (if provided) regulatory restriction
Sign 551MA (Express Lane, 2000 m advance)

CROSSING
op V1
Sign 551MA (Bus Lane, 2000 m advance)
C -
y
C
C
Q
Sign 551MA (Express Lane and HOV-3, 1000 m advance)
Sign 551MA (Bus Lane, 2000 m advance)

CROSSING
7.6.4.2.2 Managed Lane Advance Ongoing Movement Sign 551MC

1. Purpose. Sign 551MC provides advance information where a left lane transitions or drops
directly into a managed lane (requiring vehicles not meeting the managed lane restrictions
to merge into the adjoining lane), indicates the basic nature of the facility (e.g., Express
Lane or Bus Lane) and provides the distance to the beginning of the facility. The sign is
mounted as an overhead sign and shows the lane (downward Type 7 arrow) that will
become the managed lane or (for barrier separations) will exit to the managed lane.
2. Application and Location. MANAGED LANE ADVANCE ONGOING MOVEMENT Sign
551MC is provided where the leftmost lane in the general purpose lanes transitions to a
managed lane. Downward lane arrows are used to indicate the lane that will “drop” into a
managed lane facility, meaning only vehicles meeting the managed lane restrictions are
op V1
permitted to continue in the lane beyond the distance indicated on the sign.
3. Installation. Sign 551MC shall be mounted on overhead gantries or cantilever supports in
advance of the managed lane transition. Both 2000 m and 1000 m advance signs are
required for left lane transitions into a managed lane facility. They shall be mounted as
C -
y
follows:
C
a. At 1800-2300 meters prior to transition (required): Sign shall indicate the managed
lane transition is 2000 meters away, and shall indicate the type of managed lane
C
(e.g., Express Lane or Bus Lane). Downward arrow above lane that is transitioning
to the managed lane is provided.
Q
b. At 900-1200 meters prior to transition (required): Sign shall indicate the managed
lane transition is 1000 meters away. If facility will be an Express Lane, sign shall
provide carpool restriction information as part of message (e.g., HOV-3 for
restrictions to vehicles with 3 persons or more along with authorized buses),
matching the regulatory information provided on Signs 558M and 559M. Downward
Type 7 shall be provided above the lane to be transitioned to a managed lane.
4. Consistent Information. Exit direction Sign 552M (used for slip ramps at barrier-separated
facilities and for intermediate access signage) and Sign 551MA shall contain consistent
5. General Appearance. Sign 551MC shall utilize blue background identical to other Guide
LANE ADVANCE DIRECTION signs 551MA:
a. Downward Type 7 arrow

b. Managed Lane facility designation sign insert (Express Lane or Bus Lane; however,
facility branding or logo as defined or approved by DMAT may be provided)
c. HOV or Bus Symbol
d. Regulatory restriction plate (if HOV restriction is provided)
e. Distance to start of facility (Arabic numerals [English] and units)
1. Downward arrow (Type 7). Requirements are as follows:

CROSSING
a. One Type 8 arrow shall be displayed pointing down the Managed Lane is added.
b. The arrows shall be placed on the sign background and shall be white.
2. Managed Lane Facility Designation. Facility designation shall consist of one of the
following, on a white background, as an insert on the blue guide sign to the right of the HOV
or bus symbol:
the sign, vertically centred next to the facility designation insert for “Express Lane”, while a
op V1
Bus symbol shall be placed on the top portion of the sign, horizontally centred above the
facility designation insert for “Bus Lane”.
C -
y
C
5. Distance to transition. Distance to the managed lane transition shall be displayed in Arabic
C
a. When the sign has been located within the permissible ranges of distances from the
Q
transition, as per Paragraph 2 above, the nominal distances of 1000 meters or 2000
meters shall be displayed.
c. Exit distance shall be provided to the left of the Type 7 arrow, beneath the managed
lane facility designation and (if provided) regulatory restriction.
Sign 551MC (Express Lane 2000 m) Sign 551MC (Bus Lane 2000 m)

CROSSING
op V1
Sign 551MC (Express Lane, HOV-3, 1000 m) Sign 551MC (Bus Lane 1000 m)
7.6.4.2.3 Managed Lane Regulatory Signs 558M and 559M
C -
1. Purpose. Sign 558M and 559M provide regulatory information on the restrictions for the
y
C
managed lane facility, i.e., what vehicles qualify to use the facility, along with the time
periods the said restrictions are in place.
2. Application and Location. Managed lane regulatory signs are placed prior to the transition
C
to the managed lane facility as well as along the facility itself, visible both to managed lane
users and to traffic in the adjoining general purpose lanes. Sign 558M provides vehicle
Q
restriction information, and is followed approximately 300 m later by Sign 559M which
provides time restriction information and indicates that other traffic may use the lane
outside the restricted time period. If the facility is a bus lane and the vehicle restrictions are
in force for 24 hours/7 days, Sign 559M is not required.
3. Installation. Signs 558M and 559M shall be ground-mounted on the side of the managed
lane (typically the left side of the carriageway), provided there is sufficient room on the
median. Otherwise, the signs may be pole-mounted in the centre median barrier, and may
be of smaller size or shape as needed to fit the pole, provided the text retains visibility to
traffic at the design speed of the facility, as per the requirements of Section 4.1. They shall
be located as follows:
a. At 300 meters following the first managed lanes advance Sign 551MA or 551MC,
Sign 558M (vehicle restriction) shall be provided at this location, followed 300
meters later by Sign 559M, providing the times the restriction is in force (except
where noted above for 24 hour bus lanes).
b. At 1000 meter intervals along non-barrier-separated managed lane facilities, with
Sign 558M followed 300 m later by Sign 559M
c. At a minimum 500 m prior to intermediate transitions to barrier-separated managed
lane facilities, a Sign 558M shall be installed. It is assumed that barrier-separated
facilities will have 24 hour vehicle-restricted operation and as such Sign 559M is not
required at these locations.
4. General Appearance. Sign 558M and 559M shall utilize blue background identical to other
Guide Signs for freeways (Section 4.4.5) with white border and white legend, with the
exception of the regulatory inserts described below.

CROSSING
LANE ADVANCE DIRECTION signs 558M and 559M:
a. HOV or Bus symbol.

b. Regulatory restriction information (For Sign 558M, vehicle restrictions; for Sign
559M, time restrictions).
c. Sign 559M: Text permitting all traffic to use managed lanes during periods not
covered under the times in which vehicle restrictions occur.
op V1
the sign, vertically centred next to the regulatory restriction insert, while a Bus symbol shall
be placed on the top portion of the sign, horizontally centred above the regulatory restriction
information insert.
C -
2. Regulatory restriction information (Sign 558M). For HOV/carpool-related restrictions, a
y
C
white insert with black border shall be provided with a black banner surrounded by a white
border. The black banner shall contain the designation related to vehicle occupancy on the
facility (e.g., HOV-3 or HOV-5) in white text. The white insert underneath the banner shall
C
describe the designation requirements in Arabic (right-justified), followed by English (left-
justified), describing the minimum number of passengers per vehicle required to use the
Q
managed lane, as well as other vehicles that may use the facility (i.e., “authorised buses”).
For bus-related restrictions, the text will describe the restrictions in Arabic (right-justified)
followed by English (left-justified), typically that “Only DMAT-authorised buses may use Bus
Lane”.
3. Time restriction information (Sign 559M). A white insert provides an identical black vehicle
occupancy designation banner to that for Sign 558M, and below shall describes the days
(Arabic then English) and hours (24 hour clock) during which the restrictions shown on Sign
558M apply. If regulations are 24 hours / 7 days, a simple text “At all times” (Arabic and
English) shall be provided under the banner.
4. Traffic regulations during all other times (Sign 559M): Situated below the time restriction
information insert, Arabic (right-justified) text with English (left-justified) text below indicated
the facility is “Open to all traffic at other times”, except when the regulations are for 24 hour
/ 7 day restrictions as per the above.
Sign 558M (HOV-3) Sign 558M (Bus Lane)

CROSSING
Sign 559M (part-time) Sign 559M (full-time)
op V1
7.6.4.2.4 Managed Lane Direction Sign 552M
1. Purpose. Sign 552M identifies the nature of the managed lane facility (e.g., Express Lane
or Bus Lane) and location of an exit to a barrier-separated facility, as well as an
C -
intermediate transition to the managed lane facility (either buffer-separated or barrier-
y
C
separated). The sign is mounted as an overhead sign over the general purpose lane from
which the managed lane originates, and shows the direction (upward left or upward right
C
arrow) that the lane travels from the general purpose lane.
2. Application and Location. MANAGED LANE DIRECTION Sign 552M is provided at barrier-
separated facilities where a separate lane diverges from the general purpose lanes and at
Q
intermediate transition points (slip ramps to barrier-separated facilities and crossovers to

contiguous lane facilities (buffer-separated).
3. Installation. Sign 552M shall be mounted on overhead gantries or cantilever at the point of
the managed lane transition for barrier-separated and intermediate transition locations. If
facility will be an Express Lane, sign shall provide carpool restriction information as part of
message (e.g., HOV-3 for restrictions to vehicles with 3 persons or more along with
authorized buses), matching the regulatory information provided on Signs 558M and 559M.
Directional arrow (upward left or upward right Type 8 arrow) shall be provided to show the
side in which the managed lane will be added.
4. Consistent Information. Exit direction Sign 552M and Sign 551MA shall contain consistent
5. General Appearance. Sign 552M shall utilize blue background identical to other Guide
LANE ADVANCE DIRECTION signs 552M:
a. White exit footer with upward left or right Type 8 arrow (normally upward left as
most managed lanes are expected to be left hand lane facilities).
b. Managed Lane facility designation (Express Lane or Bus Lane; however, facility
branding or logo as defined or approved by DMAT may be provided).

CROSSING
1. White exit footer with upward left or right angled arrow (Type 8). A white footer shall be
provided in the bottom portion of the sign, and a black Type 8 arrow shall be provided in the
left portion of the footer with “exit” text adjoining to the right.
2. Managed Lane Facility Designation. Same as for Sign 551MA and 551MC.
3. HOV or Bus Symbol. Same as for Sign 551MA and 551MC.
op V1
C -
y
C
C
Sign 552M (Express Lane, HOV-3) Sign 552M (Bus Lane)
Q
7.6.4.2.5 Managed Lane Ongoing Movement Sign 553M and BEGIN Plate Sign 560
1. Purpose. Sign 553M is used to indicate the lane in which the Managed Lane operations
occur. When used with the BEGIN plate Sign 560 mounted above it, the sign combination
indicates the point at which the Managed Lane operations begin. The sign is mounted as
an overhead sign and is also used as a reassurance sign at transition points to and from
the managed lane.
2. Application and Location. MANAGED LANE ONGOING MOVEMENT Sign 553M is located
at the start of the Managed Lane Operation in combination with the BEGIN Plate Sign 560,
and is used at transition locations to and from the managed lane in order to reassure as to
the continuance of the managed lane.
3. Installation. Sign 553M shall be mounted on overhead gantries or cantilever supports at the
start of the managed lane,
a. At the start of the managed lane: Sign 553M shall be placed over the managed lane
in conjunction with BEGIN Plate Sign 560 mounted on top.
b. At end of intermediate access points (non-barrier-separated managed lane): Sign
553M shall be placed over the managed lane.
c. At slip ramps from barrier-separated managed lane. Gantry will include Sign 553M
over pull-through managed lane along with exit sign to general purpose lanes (refer
to Sign 552MX below) that will be provided over the slip ramp exit.
4. Consistent Information. Sign 553M (used for slip ramps at barrier-separated facilities and
for intermediate access signage) and Sign 551MA shall contain consistent information as to
the description of the facility and regulatory information.

CROSSING
LANE ONGOING MOVEMENT signs 553M:
a. Downward Type 7 arrow.

b. Managed Lane facility designation sign insert (Express Lane or Bus Lane; however,
facility branding or logo as defined or approved by DMAT may be provided).
op V1
The policy on the display of each of these items and their placement on the sign are identical to
those for Managed Lane Advance Ongoing Movement Sign 551MC and are illustrated below.
When the sign has been located within the permissible ranges of distances from the transition, as
per Paragraph 2 above, the nominal distances of 1000 meters or 2000 meters shall be displayed:
C -
y
C
1. If the location falls outside the recommended range, the actual distance to the nearest 100
meters should be displayed. For distances less than 400 meters the actual distance may be
rounded to the nearest 50 meters.
C
2. Exit distance shall be provided to the left of the Type 7 arrow, beneath the managed lane
facility designation and (if provided) regulatory restriction.
Q
Sign 552M (Express Lane) with BEGIN Plate 560

CROSSING
op V1
Sign 552M (Bus Lane) with BEGIN Plate 560
C -
y
7.6.4.2.6 Managed Lane Gore Sign 555M
C
1. Purpose, Application and Location. Sign 555M is used at the nose of the gore for access
into barrier-separated Managed Lane facilities.
C
2. Installation. Sign 555M shall be pole-mounted at the gore nose for barrier-separated
managed lane facilities, both at the beginning of the managed lane and at intermediate
Q
access points (slip ramps).

Signs for freeways (Section 4.4.5) with white border and white legend. It shall be vertically-
oriented given the relatively narrow nature of the barrier between general purpose and
managed lanes.
LANE GORE SIGN 555M:
a. HOV or Bus Symbol.

b. Reduced-size Managed Lane facility designation sign insert (Express Lane or Bus
Lane; however, facility branding or logo as defined or approved by DMAT may be
provided).
c. Type 8 arrow pointed downward toward the exit ramp (typically downward-left for
left hand managed lane facilities).
5. HOV or Bus Symbol: Shall be located at top of sign.

6. Reduced-size Facility Designation Insert: Facility designation shall plate shall be to the
scale of the gore sign, and consist of one of the following, on a white background, as an
insert on the blue guide sign to the right of the HOV or bus symbol:
7. Type 8 Arrow shall be located at the bottom of the sign, pointed downward and to the left
(for left hand exits to managed lane), or downward and to the right (for right hand exits to
managed lane).

CROSSING
op V1
Sign 555M (Express Lane) Sign 555M (Bus Lane)
7.6.4.2.7 Managed Lane Ends Ahead Sign 559M
C -
1. Purpose, Application and Location. Sign 559M is used to indicate that the Managed Lane
y
C
operation is to end in the distance indicated below (typically 2000 m prior to the end of the
facility). The sign is mounted as an overhead sign.
2. Installation. Sign 559M shall be mounted on overhead gantries or cantilever supports 1000
C
m prior to the end of the managed lane operation.
3. Consistent Information. Sign 559M shall contain consistent facility designation information
Q
with prior Sign 553M.

a. Downward Type 7 arrow.
b. Managed Lane Ends facility designation sign insert (Express Lane Ends or Bus
Lane Ends plus distance to end of facility; however, facility branding or logo as
defined or approved by DMAT may be provided along with the Ends text).
The policy on the display of each of these items and their placement on the sign are identical to
those for Managed Lane Advance Ongoing Movement Sign 553M and are illustrated below. The
exception is for the facility designation insert sign as presented in the next paragraph.
1. Managed Lane Ends Insert. Facility designation shall consist of one of the following, on a
white background, as an insert on the blue guide sign to the right of the HOV or bus
symbol:
a. English and Arabic text in black, designating facility as Express Lane or Bus Lane,
followed by “Ends” to indicate the facility is ending.
b. Approved facility brand name or logo as defined or approved by DMAT, followed by
“Ends” to indicate the facility has ended.
2. Below the text or brand name/logo information, the distance to the end of the facility
(typically 1000 m) shall be centred at the bottom of the white insert.

CROSSING
op V1
7.6.4.2.8 Managed Lane Ends – Merge Right Sign 561M
1. Purpose, Application and Location. Sign 561M provides both warning and distance
information which advises when a managed lane is ending and merging back into the
general purpose lanes.
C -
2. Installation. Sign 561M may be mounted on overhead gantries or cantilever supports or
y
C
post-mounted on the side of the road if room is available, 500 m prior to the end of the
managed lane operation. A separate, follow up Sign 466 (merge right sign, shown in
C
Section 4.3.6.4.1) or Sign 465 (merge left sign, same section) shall be installed as a
ground-mount or pole-mount sign at the start of the merge with the general purpose lanes.
Q
Signs for freeways (Section 4.4.5) with white border and white legend, with a specialized
warning sign insert as described below.
a. Modified Sign 466 (465) insert (merge right/merge left)
b. Distance to merge location
5. Modified Sign 466 (465) insert shall consist of a MERGE RIGHT Sign 466 (MERGE LEFT
Sign 465 may be used if the managed lane is on the right side) with miniature HOV
Diamond or Bus symbols (white on blue) being placed on the lane arrow representing the
managed lane that is merging ahead with the general purpose lane.
6. Distance to Merge shall consist of western/Arabic numerals and distance information (in
meters), minimum 500 m, located a like distance prior to the merge.

CROSSING
7.6.4.2.9 Managed Lanes Regulatory End Signs 562M and 563M

1. Purpose, Application and Location. Signs 562M (Express Lane ends) and 563M (HOV
restriction ends) indicate the end of managed lane operations and restrictions respectively.
Sign 562M is generally used for configurations where the managed lane continues straight
through as a general purpose lane, while Sign 563M may be used in combination with Sign
466 (or 465) to indicate the lane restrictions end at the merge point where the managed
lane merges back into the general purpose lanes.
2. Installation. Sign 562M and 563M are typically post-mounted installed on the side where
the managed lane travels, at the end of the facility before it is transitioned back into the
general purpose lanes. They should normally not require overhead mounting.
3. Appearance and colour.
op V1
a. Sign 562M shall utilize blue background identical to other Guide Signs for freeways
(Section 4.4.5) with white border and white legend. There are two variants:
C -
i. Express Lanes. Consists of the word “End” (Arabic text, centred, above
y
C
English text, also centred), placed above the HOV diamond symbol.
ii. Bus Lanes. Consists of the text “Bus Lane Ends” (Arabic text, right-justified,
above English text, left-justified), placed above the bus symbol.
C
Sign 563M consists of a black rectangular “HOV” regulatory plate with the specific restriction (e.g.,
HOV-3) shown in white text, with a white border around the plate and a red diagonal line across
Q
the sign face, signifying the end of the restriction.
Sign 563M (HOV-3 ends)
7.6.4.2.10 Managed Lane Slip Ramp Exit Direction Signs 551MR, 552MR, 551MRS
and 552MRS
1. Purpose, Application and Location. Managed Lane slip ramp exit direction signs consist of
advance exit direction signs located prior to slip ramps/intermediate transitions from
managed lanes (typically at 1000 m and 500 m prior to the slip ramp/intermediate
transition) and exit direction signs located at those slip ramps. They provide information on

CROSSING
the next general purpose lane interchange for those drivers wishing to exit the managed
lane at the next opportunity.
2. Installation.
a. Signs 551MR and 552MR are overhead mounted signs that are generally used
when the managed lane is a barrier-separated facility. Sign 551MR is situated at
1000 m and 500 m in advance of the slip ramp from the barrier-separated managed
lane. Sign 552MR is situated above the slip ramp as it diverges from the managed
lane.
b. Signs 551MRS and 552MRS are smaller versions of the above signs that are
typically post-mounted or pole-mounted along the left side of a non-barrier-
separated managed lane facility. Sign 551MRS is situated at 1000 m and 500 m in
op V1
advance of the start of the intermediate transition area (where traffic can travel in
and out of the managed lane), while Sign 552MRS is situated at the start of the
intermediate transition area.
C -
3. Appearance and colour.
y
C
a. The signs shall utilize blue background identical to other Guide Signs for freeways
(Section 4.4.5) with white border and white legend. Content shall include the
C
following:
i. HOV or Bus Symbol at the top of the sign to denote the sign is pertinent to
Q
the managed lane.

ii. The name of a destination, road name, or route number/shield associated
with the next interchange along the general purpose lanes which is
accessible by traffic leaving the managed lane (note – this interchange
should be at least 1500 m beyond the end of the slip ramp or transition
area).
iii. Type 8 arrow pointed in the ramp direction (i.e., upward-right for right hand
ramps).
iv. For Sign 551MR and Sign 551MRS, the arrow shall be located at the bottom
of the sign, offset in the direction of the exit (e.g., to the right for a right hand
exit), with the distance to the exit (either 1000 m or 500 m) shown at the left.
For Sign 552MR and Sign 552MRS, the arrow shall be horizontally centred
at the bottom of the sign.
v. Font sizes for Sign 551MR and Sign 552MR shall correspond to font size
requirements for overhead and side-mounted guide signs on freeways as
presented in Section 4.4.2.2.3.

CROSSING
op V1
Sign 551MR Examples (500 m advance, overhead mount)
C -
y
C
C
Sign 552MRS Examples (500 m advance, side mount)
Q
Sign 552MR Examples (overhead mount)
Sign 552MRS Examples (side mount)

CROSSING
7.6.4.2.11 Exit Direction Signs from Managed Lane (Dedicated Exit Ramp) Signs
517MX, 518MX, 551MX AND 552MX
A managed lane facility may include dedicated exit ramps or even interchanges depending on the
facility design and configuration. Such facilities will follow freeway interchange signing conventions
as presented in Section 4.4.5, using signs that provide similar information to normal advance exit
direction and exit direction signs, except with the following:
 An HOV diamond or bus symbol (depending on type of managed lane) shall appear at the
left or top of guide signs that are specific to the managed lane facility.
 Exit number plates shall not be used for exits from the managed lane facility.
op V1
Sign 517MX and 518MX describe ground-mounted guide signs (Sign 517MX for advance and Sign
518MX for exit direction signing), Sign 551MX described an overhead-mounted advance exit
direction sign, and Sign 552MX describes an overhead-mounted exit direction sign.
C -
y
C
C
Q
Sign 517MX (ground-mount) or Sign 551MX (overhead-mount)

(Signs 518MX and 552MX do not include distance)
7.6.4.2.12 Managed Lane Exit Distance Sign 585M

Sign 585M shall be used only for Managed Lanes that have direct exit ramps to particular roads or
destinations, and shall be configured as per the requirements of Section 4.4.3.6 for Distance Sign
585, with the following revisions:
1. Sign 585M shall contain, in lieu of a route emblem and route number at the top centre of
the sign, an HOV diamond or bus logo and the word “EXITS”, establishing that this sign
describes the next two to three (maximum) exits that are directly accessible from the
Managed Lane.
2. Sign 585M may be placed prior to the beginning of a Managed Lane facility, but must be at
least 500 m before the exit direction sign 552M at the Managed Lane divergence from the
general purpose lanes, and no less than 500 m after an advance direction sign 551MA or
551MC.
3. The exit described may include road names, major destinations, and/or route emblem with
route number.

CROSSING
op V1
Sign 585M (example street names used)
7.6.4.3 Guidance on Use of Dynamic Message Signs for Managed Lane

Operations
C -
y
Dynamic message signs (DMS) may be used as a substitute for Signs 551MA, 551MC, 552MA
C
and 552MC. The signs would include static messaging for the managed lane exit but dynamic
messaging to identify current operational regulations in effect. This gives DMAT flexibility in setting
C
the lane use restrictions (HOV levels, bus operations) as well as the times in which the restrictions
are implemented, thus providing an important real-time demand management tool for DMAT.
Examples of DMS use are presented in Figure 7-22 below.
Q
Figure 7-22: Use of DMS for Managed Lanes Direction Signs
In addition, if electronic free-flow toll operations are implemented within managed lanes (i.e.,
single-occupancy vehicles can use the facility if equipped with active toll transponders mounted on
the windshield), the DMS can provide specific toll information to particular destinations, e.g.:
MUSSAFAH BR AED 3
AL BATEEN AED 8
Again, keeping with the real-time nature of the configuration, such a toll may vary according to
traffic conditions, distance and demand, and thus these tools may be important elements to DMAT
in implementing an overall traffic and demand management strategy.

CROSSING
7.6.5 Managed Lane Markings
7.6.5.1 Longitudinal Markings (Non-Barrier-Separated Managed Lanes)

Longitudinal marking shall be used to delineate lanes as follows:
 Separation between managed lane and general purpose lanes: One to two unbroken white
lines of between 150 mm and 200 mm width depending on available roadway width (See
Example A). Single solid 200 mm wide line may be used if there is not sufficient roadway
width to provide two lines.
 Intermediate transition between managed lane and general purpose lanes (800 to 1000 m
length): Broken white line 80 mm or 100 mm wide with 3 m line, 9 m gap. (See Example B).
op V1
 White continuity line at the beginning of the managed lane, 100 mm or preferably 200 mm
wide, 1 m line, 3 m gap: Used in conjunction with white lane lines delineating the start of a
managed lane to direct other traffic away from the lane.
 Application of retroreflective raised pavement markings shall be in accordance with
C -
y
guidelines set out in this Manual.
C
C
Q
Example A: Separation between Managed Lanes and General Purpose Lanes
Example B: Intermediate Transition between Managed Lane and General Purpose Lanes

CROSSING
7.6.5.2 Longitudinal Markings (Barrier-Separated Facilities)

For barrier-separated facilities, a combination of conventional longitudinal lines (unbroken for lane
edges, broken for lane line) and chevrons to protect barriers and wide buffers at slip ramp locations
and elsewhere are to be provided as shown in Example C.
Slip ramp markings shall follow the examples in Section 7.6.3.2, which are based on the
requirements for freeway exit ramp marking and chevron usage as presented in Chapter 5 of this
Manual.
op V1
C -
y
C
C
Example C: Longitudinal Markings for Barrier-Separated Managed Lanes
Q
7.6.5.3 Lane Symbol Markings (All Managed Lane Facilities)

Relevant symbol or text messages shall be marked on the road pavement in managed lanes.
Markings shall be white and elongated in the direction of traffic movement to improve their
legibility. They shall be placed at 500 m intervals or closer depending on geometrics and visibility
of the facility. Allowable symbol markings include the following:
HOV Symbol

CROSSING
op V1
C - Bus Symbol
y
C
HOV diamond symbols shall be 10 m in length by 3 m in width. Bus symbols shall be 4 m in length
by 3 m in width.
C
Q

CROSSING
8 TRAFFIC CONTROL FOR BICYCLE FACILITIES

8.1 Principles
8.1.1 Scope
This chapter covers signs and pavement markings specifically related to bicycle operation on both
roadways and shared-use paths. Earlier sections of this Manual should be reviewed for general
provisions, signs and pavement markings.
General information and definitions concerning traffic control devices are found in the Glossary
op V1
section at the end of this Manual.
8.1.1.1 Standard
C -
There are two primary types of bicycle lanes: mandatory and advisory. A mandatory bicycle lane
y
requires regulation that prohibits other vehicles from using that part of the carriageway while the
C
lane is in operation. Advisory bicycle lanes do not require a specific prohibitive order for other
vehicles and may be used in situations where mandatory lanes would be too restrictive, typically
C
where road width is restricted and motor vehicles might occasionally need to encroach on the lane.
There are also two primary types of flows for bicycle lanes: with-flow and contra-flow. For with-flow
Q
bicycle lanes, the direction of flow for bicycles is the same direction as the flow for the adjacent
lane(s) of traffic. Whereas for contra-flow bicycle lanes, the direction of flow for bicycles is in the
opposite direction of the traffic flow for the adjacent lane(s) of traffic. Contra-flow bicycle lanes
should be reserved for one-way roads only.
All signs, and markings, including those on bicycle facilities, shall be based on the uniform
standards and practices set forth in previous chapters of this manual.
The absence of a marked bicycle lane or any of the other traffic control devices discussed in this
Chapter on a particular roadway shall not be construed to mean that bicyclists are not permitted to
travel on that roadway, except where specifically prohibited (I.e., freeways, expressways).
8.1.2 Maintenance
8.1.2.1 Guidance
All signs, signals, and markings, including those on bicycle facilities, should be properly maintained
to command respect from both the motorist and the bicyclist. When installing signs and markings
on bicycle facilities, an agency should be designated to maintain these devices.
8.1.3 Relation to Other Documents

Informational documents used during the development of the signing and marking
recommendations in this chapter include the following:
A. “Guide for Development of Bicycle Facilities,” which is available from the American
Association of State Highway and Transportation Officials;
08-TRAFFIC CONTROL FOR Page 384 FIRST EDITION – DECEMBER 2016

BICYCLE FACILITIES
B. “The Uniform Vehicle Code and Model Traffic Ordinance” published by the National
Committee on Uniform Traffic Laws and Ordinances;
C. State and local government design guides.
Other publications that relate to the application of traffic control devices in general are listed in the
References section at the end of this Manual.
8.1.4 Placement Authority

Chapter 3 contains information regarding placement authority for traffic control devices.
8.1.5 Colours
op V1
Chapter 3 contains information regarding the colour codes.
8.2 Signage
8.2.1 C -
Application and Placement of Signs
y
C
8.2.1.1 Standards
C
1. Bicycle signs shall be standard in shape, legend, and colour.
2. All signs shall be retroreflectorized for use on bikeways, including shared-use paths and
Q
bicycle lane facilities.

3. Where signs serve both bicyclists and other road users, vertical mounting height and lateral
placement shall be as provided in Chapter 4.
4. Where used on a shared-use path, no portion of a sign or its support shall be placed less
than 0.6 meters laterally from the near edge of the path, or less than 2.4 meters vertically
over the entire width of the shared-use path (see Figure 8-1).
5. Mounting height for post-mounted signs on shared-use paths shall be a minimum of 1.2
meters, measured vertically from the bottom of the sign to the elevation of the near edge of
the path surface (see Figure 8-1).
8.2.1.2 Guidance
1. Signs for the exclusive use of bicyclists should be located so that other road users are not
confused by them.
2. The clearance for overhead signs on shared-use paths should be adjusted when
appropriate to accommodate path users requiring more clearance, such as equestrians, or
typical maintenance or emergency vehicles.
3. Bicycle Lane signs and plates should be used in advance of the upstream end of the
bicycle lane, at the downstream end of the bicycle lane, and at periodic intervals along the
bicycle lane as determined by engineering judgment based on prevailing speed of bicycle
and other traffic, block length, distances from adjacent intersections, and other
considerations.

BICYCLE FACILITIES
op V1
C -
y
C
C
Figure 8-1: Sign Placement on Shared Use Paths
8.2.2 Design of Bicycle Signs

Q
8.2.2.1 Description
Uniformity in design of bicycle signs and plaques includes shape, colour, symbols, arrows,
wording, lettering, and illumination or retroreflectorization.
8.2.2.2 Standards
1. If the sign or plaque applies to motorists and bicyclists, then the size shall be as shown for
conventional roads.
2. The minimum sign and plaque sizes for bicycle facilities shall not be used for signs or
plaques that are placed in a location that would have any application to other vehicles.
8.2.2.3 Guidance
1. Except for size, the design of signs and plaques for bicycle facilities should be identical to
that provided in this Manual for signs and plaques for streets and highways.
2. Larger size signs and plaques may be used on bicycle facilities when appropriate.
8.2.3 STOP and YIELD Signs (301, 302)
8.2.3.1 Standards
1. STOP SIGN 301 shall be installed on shared-use paths at points where bicyclists are
required to stop.
2. YIELD SIGN 302 shall be installed on shared-use paths at points where bicyclists have an
adequate view of conflicting traffic as they approach the sign, and where bicyclists are
required to yield the right-of-way to that conflicting traffic.

BICYCLE FACILITIES
8.2.3.2 Guidance
1. Where conditions require path users, but not roadway users, to stop or yield, the STOP or
YIELD sign should be placed or shielded so that it is not
readily visible to road users.
2. When placement of STOP or YIELD signs is considered,
priority at a shared-use path/roadway intersection should
be assigned with consideration of the following:
a. Relative speeds of shared-use path and roadway

users,
b. Relative volumes of shared-use path and roadway
op V1
traffic, and
c. Relative importance of shared-use path and Sign 301
roadway.
C -
3. Speed should not be the sole factor used to determine
y
C
priority, as it is sometimes appropriate to give priority to a
high-volume shared-use path crossing a low-volume
street, or to a regional shared-use path crossing a minor
C
collector street.
4. When priority is assigned, the least restrictive control that
Q
is appropriate should be placed on the lower priority

approaches. STOP signs should not be used where
YIELD signs would be acceptable. DMAT may consider
at their discretion to reduce the sign size appropriately in Sign 302
shared-use facilities. A supplementary plate with the
standard bicyclist symbol may be used below the Yield Sign as determined appropriate by
DMAT.
5. A 750 x 750-milimeter STOP sign or a 900 x 900 x 900-millimeter YIELD sign may be used
on shared-use paths for added emphasis. DMAT may consider at their discretion to reduce
the sign size appropriately in shared-use facilities.
8.2.4 Mandatory With-Flow Bicycle Lane Signs (Signs 8-1x-8-4x)
8.2.4.1 Bicycle Lane Sign 8-1x – Start of Lane
8.2.4.1.1 Guidance
For mandatory bicycle lanes, warning signs should normally be placed in
advance of the lane. For instances where a taper has been striped to start the
lane, sign 8-1x should be placed. Where the speed limit is equal to or below 40
kph, the sign should be sited 20 m in advance of the taper, with a minimum
clear visibility distance of 45 m. Where the speed limit is 60 kph, the sign
should be sited 40 m in advance of the taper with a minimum clear visibility distance of 60 m.
Where siting of the sign is likely to be difficult and where the bicycle lane is clearly visible to
drivers, sign 8-1x may be omitted. However, in the interests of road safety, the sign should be

BICYCLE FACILITIES
provided wherever possible. It is not appropriate to use the sign at intermediate junctions along the
bicycle lane. Figure 8-2 illustrates a typical layout.
The size of Sign 8-1x shall be 825mmx800mm for speeds 50km and below. For speeds in excess
of 50km, the size of the sign shall be 990mmx960mm.
8.2.4.2 Bicycle Lane Regulatory Sign 8-2x

8.2.4.2.1 Guidance
Sign 8-2x should be provided at the start of the continuous line denoting the
edge of the bicycle lane (i.e. immediately following a taper). This is a
op V1
regulatory sign that prohibits motor vehicles from encroaching on the bicycle
lane. The sign should be provided after each road junction on the same side
as the bicycle lane, even if the side road is one way leading away from the
major road. The sign should also be provided after a junction on the opposite side of the road if
C -
vehicles can turn right from it to join the flow of traffic alongside the bicycle lane. No two signs
y
C
should be more than 300 m apart; it might be necessary, therefore, to provide additional signs
between junctions.
C
Q
8.2.4.3 Bicycle Lane Time Plate 8-3x

8.2.4.3.1 Guidance
Where a bicycle lane does not operate at all times, the signs 8-1x and 8-2x
shall incorporate sign time plate 8-3x indicating the days and times of
operation. The width of sign 8-3x is the same as signs 8-1x and 8-2x; it cannot
be made any narrower or wider, nor can the width of signs 8-1x and 8-2x be
varied to accommodate sign 8-3x. Although the time may be varied to “At any
time”, this would not normally apply to bicycle lanes. If the time plate 8-3x is not incorporated, it
shall mean that the bicycle lane operates for 24 hours every day of the week.
The size of the text for Sign 8-3x shall be 50mm for speeds 50km and below and 60mm for speeds
in excess of 50km.

BICYCLE FACILITIES
op V1
C -
y
C
C
Q
Figure 8-2: Start of Lane Typical Layout
8.2.4.4 Bicycle Lane Advance Warning Signs (8-4x)
8.2.4.4.1 Guidance
The Bicycle Lane sign 8-4x is intended mainly for use in conjunction
with contra-flow bicycle lanes. However, it may be provided on side
roads to warn emerging drivers of the presence of a with-flow
bicycle lane on the major road, although this is not essential. The
arrow on the sign indicates the direction of travel within the bicycle
08-TRAFFIC CONTROL FOR Page 389 – DECEMBER

FIRST EDITION Sign 8-4x 2016
BICYCLE FACILITIES
lane and will normally point to the right, as a sign is not required to indicate a lane on the opposite
side of the road. However, where there are with-flow bicycle lanes on both sides of the major road
and there are no banned turns, the arrow on Sign 8-4x is omitted and the word “lane” varied to
“lanes”. Where there are two bicycle lanes in the major road and the left turn from the side road is
prohibited, the sign should indicate only the bicycle lane to the right.
The sign should be mounted below any GIVE WAY or STOP sign or, if the junction is controlled by
traffic signals, mounted a sufficient distance in advance of the junction so as not to obstruct the
view of the signal head. The days and times of operation may be shown on the sign where
appropriate. For a 24-hour bicycle lane no times are shown; “At any time” is not a permitted
variant.
op V1
The size of the text for Sign 8-4x shall be 50mm for speeds 50km and below and 60mm for speeds
in excess of 50km. The equivalent Arabic text is to be included in Sign 8-4x although not shown
here.
C -
8.2.4.5 End of Bicycle Lane
y
C
8.2.4.5.1 Guidance
C
The end of the bicycle lane is normally indicated by the termination of the continuous white line
(see Section 8.3x), although the bicycle symbol (marking 8-X, in Section 8.3.2 below) and the word
END may be used. It should be noted, the “end of route” sign 8-13X (see Section 8.2.9 below) is
Q
not intended to indicate the end of a bicycle lane, although it might be helpful if a lane ends at a
hazardous location where cyclists would need to take extra care.
8.2.5 Advisory With-Flow Bicycle Lane Signs (Signs 8-5x)
8.2.5.1.1 Guidance
Sign 8-5x is used to indicate an advisory with-flow bicycle lane. It should
be provided at the start of the lane, immediately after the taper, and after
each road junction on the same side as the bicycle lane, even if the side
road is one way leading away from the major road. The sign should also Sign 8-5x
be provided after a junction on the opposite side of the road if vehicles
can turn left from it to join the flow of traffic alongside the bicycle lane. No two signs should be
more than 300 m apart; it might therefore be necessary to provide additional signs between
junctions. Where the lane is provided as a short approach to an advanced stop line, an upright sign
is not required; the bicycle symbol marking 8-5X within the lane will be sufficient. It is not
practicable to provide a sign where the lane is in the centre of the carriageway. Advisory with-flow
lanes are available at all times, and a time plate is therefore not used with sign 8-5x.

BICYCLE FACILITIES

8.2.5.2.1 Guidance
The end of the bicycle lane is normally indicated by the termination of the continuous white line
(see Section 8.3x), although the bicycle symbol 8-5X and the word END may be used. It should be
noted, the “end of bicycle route” sign 8-13X (see further below) is not intended to indicate the end
of a bicycle lane, although it might be helpful if a lane ends at a hazardous location where cyclists
would need to take extra care.
8.2.6 Mandatory Contra-Flow Bicycle Lane Signs (Signs 8-6x-8-9x)
op V1
8.2.6.1.1 Guidance
Contra-flow bicycle lanes should only be established on one-way roads. Figure 8-2 shows a typical
C -
y
entry to a one-way street and the required signs. Sign 8-6x should be located at the beginning of
C
the road and after every junction, in each case on both sides of the road. Additional signs should
be provided where the distance between them would otherwise exceed 300 m.
C
Where possible, traffic islands should be provided at the start and end of contra-flow bicycle lanes.
Where a traffic island segregates traffic from the opposing bicycle lane, the off side sign should be
Q
located on this island. The number of arrows pointing upwards on the left
hand side of the sign should be varied to indicate the number of lanes
available in that direction.
Two sizes are prescribed for the sign; 825mmx475mm and 990mmx570mm.
The smaller size will usually be adequate. The larger size might be more
appropriate where there are more than two lanes for general traffic or where Sign 8-6x
there is a particular conspicuity problem.
Figure 8-3 shows a typical arrangement at the start of a contra-flow bicycle lane; this should be
separated from opposing traffic by a traffic island in the centre of the road. The exit side of the
road, used by all traffic, should be protected by a pair of “no entry” signs (sign 304) as for ordinary
one-way roads. These should be 750 mm in diameter. Sign 8-7x, with a diameter of 450 mm,
should be provided on the left hand side of the road at the entrance to the contra-flow bicycle lane.
A second, smaller sign may be provided in a bollard on the traffic island. In Figure 8-3, appropriate
signage is to be provided on the side road to alert drivers that cyclists are travelling southbound
although this is not shown in this figure.

BICYCLE FACILITIES
op V1
C -
y
C
C
Q
Figure 8-3: Typical Entry to a One-Way Street

BICYCLE FACILITIES
op V1
C -
y
C
C
Q
Figure 8-4: Typical Arrangement at the Start of a Contra-Flow Bicycle Lane

BICYCLE FACILITIES
8.2.6.2.1 Guidance
Sign 8-7x should be provided on the right hand side of the road at the entrance
to the contra-flow bicycle lane.
The sign should be a diameter of 450 mm; a second, smaller sign may be
provided as well in a bollard if a traffic island is used to separate the bicycle Sign 8-7x
lane from the opposing traffic at the entrance to the lane.
8.2.6.3 Bicycle Lane Plate 8-8x
op V1
8.2.6.3.1 Guidance
As described in section 8.2.4.4, sign 8-4x should be provided on side roads to
C -
warn emerging drivers of the presence of a contra-flow bicycle lane on the major
y
Sign 8-8x
C
road. For a bicycle lane on the same side of the major road as the side road, the
arrow will point to the right. The sign should be accompanied by the “no right turn”
sign (Sign 347) with a supplementary plate “Except Bicycles,” Sign 8-8x. Where the bicycle lane is
C
on the opposite side of the major road, the arrow on sign 8-4x will point to the left. A “no left turn”
sign (Sign 346) should be provided, again with an “Except Bicycles” plate.
Q
If possible, the bicycle lane should be segregated from the major road at the junction by a traffic
island. The sign 8-6x immediately after the junction in the major road will warn drivers of the
presence of the contra-flow lane. A convenient alternative route should be provided for bicyclists
wanting to turn right at the junction. Where the road layout is such that traffic may turn only into the
major road (e.g. the junction is not a crossroads), turn only arrow signs 322 or 323, with an “Except
Bicycles” plate as appropriate, should be provided opposite the side road.
8.2.6.4 Bicycle Lane Sign 8-9x – Pedestrian Warning
8.2.6.4.1 Guidance
Sign 8-9x warns pedestrians of the presence of a bicycle lane; it
should not be used as a substitute for Sign 8-4x to warn drivers
approaching the bicycle lane from a side road. The sign is normally
used for contra-flow lanes where cycles will be approaching from
the opposite direction to the flow of traffic. The signs should be
sited where a majority of pedestrians cross the carriageway. Where
pedestrians first cross a general traffic lane, the sign, varied to Sign 8-9x
LOOK LEFT with the symbols facing right, should be located on the
opposite side of the road, adjacent to the bicycle lane. Signs may be located on a pedestrian
refuge adjacent to the bicycle lane.
Two sizes are prescribed for Sign 8-9x. The larger size, with a 50 mm x-height, should normally be
used. The smaller sign, with a 40 mm x-height, may be more suitable where there are space
constraints, such as on a pedestrian refuge. The sign may also be used for bicycle tracks.

BICYCLE FACILITIES

8.2.6.5.1 Guidance
The end of the lane should be segregated from adjacent traffic preferably with a traffic island, a
give-way line, and a painted give-way triangle on the pavement. The “End of Bicycle Route” sign 8-
13x is not used with contra-flow lanes, nor are time plates, as these lanes operate continuously.
8.2.7 Advisory Contra-Flow Bicycle Lane Signs (Signs 8-10x)
op V1
8.2.7.1.1 Guidance
Where it is not practicable to provide a mandatory contra-flow bicycle
lane (prohibiting other traffic from using that part of the carriageway Sign 8-10x
C -
y
reserved for cycles), an advisory contra-flow lane might be considered.
C
This is likely to occur where (a) oncoming vehicles need occasionally to
(optional sign)
encroach into the bicycle lane, for example to pass parked vehicles on the opposite side or to pass
C
cyclists travelling in the with-flow direction, (b) occasional loading and unloading needs to be
allowed for within the lane, or (c) it is not possible to prohibit waiting in the lane at all times. Each of
these situations will limit the benefit of the lane for bicyclists, and the traffic authority will need to be
Q
satisfied that this form of provision will not unduly compromise their safety. Advisory contra-flow
lanes should normally be considered only where either the 85th percentile speed of traffic is less
than 40 kph, or vehicle flows are less than 1000 vehicles per day. The advisory lane is marked on
the carriageway in a similar manner to an advisory with-flow lane, i.e. the boundary is indicated by
a continuous white channelizing line. The line may be omitted where the two conditions referred
above are both met, or where the road is within a 35 kph zone.
Sign 8-10x is an optional sign that may be used to designate advisory contra-flow bicycle lanes
with or without a lane marked on the carriageway.
The size of Sign 8-10x may be 650mmx475mm for normal use but a larger size, 780mmx570mm
may be more appropriate in cases where no contra-flow bicycle lane has been marked on the
carriageway.
Where possible, a traffic island should be provided at the start and end of
contra-flow bicycle lanes.
8.2.8 Shared Bicycle/Pedestrian Tracks (Signs 8-11x,

8-12x)
8.2.8.1 Guidance
Where a footway (forming part of a road) or footpath (e.g. through a park) has Sign 8-11x
been converted to a route shared by pedestrians and cyclists, signs 8-11x or
8-12x are used. These prohibit the use of the route by any other vehicles. Sign 8-11x indicates an
unsegregated route. It should be located where the shared route begins and must be used as a

BICYCLE FACILITIES
repeater, at regular intervals to remind both pedestrians and cyclists that pedal cycles can be
legally ridden on the footway or footpath.
Sign 8-12x indicates a segregated shared route that should be delineated by a continuous white
marking. The sign may be reversed in a mirror image according to which side of the route is used
by cyclists and which side by pedestrians. The sign should be located at the start of the segregated
route and must be used as a repeater at regular intervals along the route.
Several sizes are prescribed for Signs 8-11x and 8-12x. As these signs
prohibit motor vehicles, the 600 mm and 450 mm diameter signs should be
used where they control entry from the main carriageway of a road and where
motor vehicles, especially solo motor cycles, are not physically prevented
op V1
from entering the bicycle track or shared bicycle / pedestrian route. Smaller
Sign 8-12x
sizes (100mm-300mm) may be used as repeater signs and in bollards.
8.2.9 End of Bicycle Lane, Track or Route (Signs 8-13x, 8-14x)

C -
y
8.2.9.1 Guidance
C
The end of a bicycle track or shared route may be indicated by sign 8-13x,
C
although this is not essential. The sign might be helpful where bicyclists rejoin
the main carriageway of a road at the end of a shared footway. It should not be
used at an intermittent break in a bicycle track or shared route, such as at a
Q
road crossing.
Three sizes of text are prescribed for this sign: 30, 40, and 50mm. The largest Sign 8-13x
size should be used where conspicuity is likely to be a problem or where a
bicycle route or lane ends at a hazardous location.
Sign 8-14x (CYCLISTS DISMOUNT) may be used together with sign 8-

13x, or on its own. The sign should be provided only where cyclists are
required to use a pedestrian crossing facility that they cannot legally
bicycle on, at the entrance to a pedestrian area, at a location with a low
headroom or width restriction (e.g. a subway or bridge) or at places Sign 8-14x
where visibility is restricted to such an extent that cycling would be
unsafe.
Two text sizes are prescribed for the sign 8-14x, 40 and 50mm. The
smaller size should normally be used, unless there is a particular hazard
or conspicuity problem where the larger size of sign would be more
appropriate.
8.2.10 Selective Exclusion Signs (Signs 352, 353)
8.2.10.1 Standard
Typical exclusion messages include:
Sign 352
 No Pedestrians (Sign 352, Section 4.2.8.6),

BICYCLE FACILITIES
 No Bicycles (Sign 353, Section 4.2.8.5),
If used, Selective Exclusion signs shall clearly indicate the type of traffic
that is excluded.
For detailed discussion of each sign, see referenced sections form

Chapter 4.
8.2.10.2 Guidance Sign 353

1. Selective Exclusion signs may be installed at the entrance to a roadway or facility to notify
road or facility users that designated types of traffic are excluded from using the roadway or
op V1
facility.
2. Signs 352 and 353 should be used with a size of 300 millimetres unless a larger size is
warranted for conspicuousness.
8.2.11 C -
Bicycle Guide Signs
y
C
Bicycle route destinations may be shown in blue panels on primary and non-primary advance
direction signs and on non-primary rectangular direction
C
signs. Separately mounted bicycle route direction signs with
blue backgrounds shall be provided as appropriate.
Separately mounted blue background stack type signs may
Q
be provided as an alternative to using panels on advance

direction signs. Blue panels and separate bicycle route signs
must include the white bicycle symbol. Sign 8-51X shows an
example of a separate bicycle route advance direction sign. Sign 8-51X
8.2.11.1 Standards
1. An arrow pointing to the right, if used, shall be at the extreme right-hand side of the sign. An
arrow pointing left or up, if used, shall be at the extreme left-hand side of the sign. The
distance numerals, if used, shall be placed to the right of the destination names.
8.2.11.2 Guidance
1. Adequate separation should be made between any destination or group of destinations in
one direction and those in other directions by suitable design of the arrow, spacing of lines
of legend, heavy lines entirely across the sign, or separate signs.
2. Unless a sloping arrow will convey a clearer indication of the direction to be followed, the
directional arrows should be horizontal or vertical.
3. If several individual name signs are assembled into a group, all signs in the assembly
should have the same horizontal width.
4. Because of their smaller size, Bicycle Destination signs should not be used as a substitute
for vehicular destination signs when the message is also intended to be seen by motorists.
5. Bicycle Destination signs may be installed to provide direction, destination, and distance
information as needed for bicycle travel. If several destinations are to be shown at a single
location, they may be placed on a single sign with an arrow (and the distance, if desired) for
each name. If more than one destination lies in the same direction, a single arrow may be
used for the destinations.

BICYCLE FACILITIES
8.3 Markings
8.3.1 Functions of Markings
Markings indicate the separation of the lanes for road users, assist the bicyclist by indicating
assigned travel paths, indicate correct position for traffic control signal actuation, and provide
advance information for turning and crossing manoeuvres.
Bicycle facilities may take the form of bicycle lanes which run along the road and form part of the
carriageway, and bicycle tracks which are separate from the carriageway and meet up with it only
to cross or join it. Bicycle lanes may be mandatory, where other vehicles are excluded for at least
part of the day, or advisory, where other vehicles may enter if necessary and when it is safe to do
op V1
so. Coloured surfacing may be helpful.
8.3.2 General Principles
8.3.2.1 Description
C -
y
C
The figures in this section show examples of the application of lines, word messages, symbols, and
arrows on designated bikeways.
C
8.3.2.2 Standards
Q
1. Bicycle lanes shall be a minimum of 1.5m wide.

2. Markings used on bikeways shall be retroreflectorized.
3. The colours, width of lines, patterns of lines, symbols, and arrows used for marking bicycle
facilities shall be as defined in Chapter 5.
8.3.2.3 Guidance
1. Widths less than 1.5m give cyclists very little room to manoeuvre around debris, surface
defects or gulley gratings. Slightly narrower widths may nevertheless sometimes be helpful
over short lengths, e.g., on the immediate approach to a junction. Where bicycle flows are
heavy, there may be advantages in increasing the width up to 2.0m, but lanes wider than
this are likely to be abused by other traffic.
2. Bikeway design guides should be used when designing markings for
bicycle facilities.
3. Pavement marking word messages, symbols, and/or arrows should be
used in bikeways where appropriate. Consideration should be given to
selecting pavement marking materials that will minimize loss of traction
for bicycles under wet conditions.
4. For use on bicycle lanes and tracks, half-size variants of markings 602
(Give Way line) and 680 (guide line), and small versions of text symbol Marking 8-X
markings (695) and the lane arrows (614, 615, 616) may be used.
5. A bicycle symbol (markings 695 marking 8-X) is prescribed with alternative dimensions.
The width of lane available and the required conspicuity of the marking will determine the
appropriate size; the largest (1700 mm) is used with the advanced stop line. When used
with a right turn arrow, the bicycle symbol should be reversed to face right.
6. Bicycle lanes may be surfaced in coloured material in order to demarcate them more
emphatically and to discourage encroachment by motor vehicles. However, coloured

BICYCLE FACILITIES
surfacing has no legal significance; it is the prescribed traffic signs and road markings that
establish the legal status of a bicycle lane.
7. A dotted line may be used to define a specific path for a bicyclist crossing an intersection.
8.3.3 Mandatory Bicycle Lane Markings
8.3.3.1 Description
Mandatory bicycle lanes are parts of the carriageway which other vehicles must not enter except to
pick up or set down passengers, or in case of emergency. They may be either with-flow or contra-
flow. Contra-flow lanes apply for 24 hours, but with-flow lanes may operate for shorter periods, e.g.
morning and evening peak hours.
op V1
8.3.3.2 Standards
1. With-flow mandatory bicycle lanes shall be bounded by a 150mm continuous white line
(marking 612).
C -
y
2. At side road junctions the mandatory lane should change to an advisory lane bordered by a
C
150mm wide dashed line (marking 652 with a 4000mm, 2000mm gap or 6000/3000 for
speeds greater than 65kph). An additional bicycle symbol (marking 8-X) shall be placed in
C
the lane in front of drivers emerging from the side road.
3. The start of a bicycle lane shall be marked with a broken line marking 680 (600mm mark,
300mm gap). If the speed limit is 65km or less, the 150mm wide line is used, otherwise it
Q
should be 200mm wide. As other traffic must not enter a mandatory bicycle lane, adequate
warning of the approach should be given by ensuring that the inclination of this line is no
sharper than 1:10. Bicycle symbol markings (marking 8-X) must be placed at the start of the
lane and should be repeated after every break, as well as at suitable intervals on long
uninterrupted lengths. Sign 8-1x should be used in advance of a mandatory bicycle lane,
together with an arrow (marking 614 angled away from the taper), and signs 8-2x must be
used at intervals along its length.
4. Contra-flow mandatory bicycle lanes are marked in a similar way to with-flow lanes, except
that marking 680 at the start of the lane shall be laid at right angles to it, as the lane
normally starts at a junction. Sign 8-6x shall be used to warn traffic travelling in the opposite
direction.
5. For contra-flow mandatory bicycle lanes, waiting and loading shall be prohibited at all times
to avoid the lane becoming obstructed and thereby putting cyclists into conflict with
oncoming vehicles.
8.3.3.3 Guidance
1. The bicycle lane marking 612 may be continued across private driveways; however, the
marking shall be interrupted for the length of any bus stop
2. The bicycle lane should be monitored as needed in order to prevent other vehicles from
using the lane (except for emergency and statutory purposes) and to prohibit waiting and
loading during the operational hours of the lane.

BICYCLE FACILITIES
op V1
C -
y
C
C
Q
Figure 8-5: With-Flow Mandatory Bicycle Lanes

BICYCLE FACILITIES
op V1
C -
y
C
C
Q
Figure 8-6: Contra-Flow Mandatory Bicycle Lanes
8.3.4 Advisory Bicycle Lane Markings
8.3.4.1 Description
Advisory bicycle lanes are parts of the carriageway which other vehicles should not enter unless it
is seen to be safe to do so. They should normally be with-flow, but may be contra-flow, in which
case the signs would need to be specially authorised.

BICYCLE FACILITIES
8.3.4.2 Standards
1. Advisory bicycle lanes shall be bounded by a 100 mm wide warning line (marking 652 with
a 4000mm, 2000mm gap or 6000/3000 for speeds greater than 65kph). The line may be
widened to 150 mm for greater emphasis, but in a two-way road it shall never be wider than
the centre line. For a contra-flow lane, the wider line shall always be used.
2. The start of a bicycle lane shall be marked with broken line marking 680 (600mm mark,
300mm gap). If the speed limit is 65km or less, the 150mm wide line is used, otherwise it
should be 200mm wide. As the lane is advisory, it is not essential for other vehicles to be
deflected in advance of it. Angles between the line and the kerb of 30º to 45º are therefore
often adequate, although longer taper lengths may be used. Bicycle symbol markings
op V1
(marking 8-X) and upright signs (sign 8-5x) must be placed at the start of the lane and after
every break, as well as at suitable intervals on long uninterrupted lengths.
8.3.4.3 Guidance
C -
1. Waiting and loading restrictions should be implemented to cover the times when the lane is
y
C
most heavily used and should be indicated by the use of yellow lines, kerb markings and
appropriate upright signs.
2. An advisory bicycle lane may be continued on the off side of a parking bay. Adequate
C
clearance should be provided to allow for carelessly opened car doors.
Q
8.3.5 Bicycle Track Markings
8.3.5.1 Description
A bicycle track may be a physically segregated part of a highway, or form a separate highway
entirely distinct from the road system. It may form a route for bicycles only, a segregated route
shared with pedestrians where cyclists and pedestrians use separate parts of the track, or an
unsegregated route where both cyclists and pedestrians use the full width of the track.
8.3.5.2 Guidance
1. Where a route is divided into separate parts for the use of cyclists and of pedestrians,
segregation may be achieved using the continuous marking 612 (150 mm width) or by the
raised profile marking. The latter is more easily detected by blind and partially-sighted
pedestrians. Alternatively, separation may be effected by the use of railings, a difference in
level, or by the use of contrasting coloured surfaces.
8.4 Bicycle Grade Crossings

8.4.1 Description
A bicycle track crossing a road will be the minor road at a priority junction.
8.4.2 Standards
1. A 200mm Stop line (marking 601) or the half-size variants of the Give Way line (marking
602) together with the smaller size edge line marking 680 (see Figure 8-7), should be used
for a two-way bicycle track at such locations. Where an unsegregated bicycle track shared

BICYCLE FACILITIES
with pedestrians joins a road, the Stop line or Give Way marking should be used across the
full width of the track and the bicycle symbol should not be used.
2. If the bicycle track crosses a dual carriageway road, the crossing should be staggered in
the direction that turns cyclists to face oncoming traffic. The junction between the track and
the main carriageway should be marked in accordance with the principles for a priority
junction.
3. Sign 8-9x (BICYCLE TRACK LOOK BOTH WAYS) may be used to warn pedestrians of
cyclists crossing the footway. Warning signs as appropriate may be used to warn main road
traffic of the crossing point.
8.5 Signalization (refer to TSES Manual)
op V1
8.5.1 Application
For purposes of signal warrant evaluation, bicyclists may be counted as either vehicles or
pedestrians.
C -
y
8.5.2
C
Signal Operations for Bicycles
8.5.2.1 Standards
C
1. At installations where visibility-limited signal faces are used, signal faces shall be adjusted
so bicyclists for whom the indications are intended can see the signal indications. If the
Q
visibility-limited signal faces cannot be aimed to serve the bicyclist, then separate signal
faces shall be provided for the bicyclist.
2. On bikeways, signal timing and actuation shall be reviewed and adjusted to consider the
needs of bicyclists.
8.6 Temporary Traffic Management and Bicycle Access

Where existing bicycle or pedestrian facilities or pathways will be affected by roadwork, the needs
of bicycles and pedestrians are to be addressed in the TTM plan as formulated per Abu Dhabi
Work Zone - Traffic Management Manual. Use the following guidelines if temporary bicycle
facilities are needed:
1. Bicyclists shall not be led into direct conflicts with worksite vehicles, equipment or
operations.
2. Bicyclists shall not be led into direct conflicts with mainline traffic moving through or around
the worksite.
3. Bicyclists shall be provided with a safe, accessible and convenient path that replicates the
routing and width of the existing path whenever possible.

BICYCLE FACILITIES
op V1
C -
y
C
C
Q
Figure 8-7: Bicycle Grade Crossings

BICYCLE FACILITIES
9 TRAFFIC CONTROL FOR PEDESTRIAN

FACILITIES
9.1 Principles
This chapter sets out the traffic control devices to be used for the control and protection of
pedestrians.
Pedestrian safety depends to a large extent upon public understanding of accepted methods for
traffic control. This principle is particularly important in relation to the control of pedestrians and
op V1
vehicles near schools, where pedestrian safety can be a highly sensitive subject.
Safe and effective traffic control is best obtained through the uniform application of realistic
policies, practices and standards which have been developed through traffic engineering studies. It
C -
is important that traffic control devices are used in accordance with the conditions prescribed in this
y
chapter of the Manual, as uniformity of treatment for comparable situations promotes uniformity of
C
behaviour on the part of both motorists and pedestrians.
C
Where possible, symbolic legends are used for pedestrian facilities. Symbolic legends are used in
lieu of worded legends to increase the legibility of the signs.
Q
9.2 Signage
This section discusses the signs used to warn motorists of pedestrians or pedestrian facilities and
signs used to control vehicular traffic on the approaches to such facilities.
9.2.1 Standards
1. All signs discussed in this chapter shall follow the guidelines set-forth in Chapter 4 for
function, shape, size and visibility.
2. Signs which are intended to convey messages during the hours of darkness shall be either
illuminated or reflectorized so that they display colours and shapes by night as by day.
9.2.2 Give Way to Pedestrians Sign (Sign 303)

Sign 303 requires that the driver of a vehicle should yield right-of-way to pedestrians crossing the
roadway or waiting to cross the roadway. For a detailed discussion of Give Way Sign 302, see
Section 4.2.4.5.
9.2.2.1 Standards
1. Sign 303 shall be used in conjunction with PEDESTRIAN CROSSING pavement marking
603 and GIVE WAY pavement marking 602.
2. GIVE WAY TO PEDESTRIANS sign 303 shall be used in advance of all marked pedestrian
crossings which are not otherwise controlled by STOP sign 301, GIVE WAY sign 302 or
traffic signals.
3. The Sign 302/303 combination shall not be used in advance of crosswalks that cross an
approach to or departure from a roundabout.
4. GIVE WAY TO PEDESTRIANS sign 303 shall be located on the right side of the roadway 3
meters in advance of GIVE WAY pavement marking 602. GIVE WAY pavement marking

PEDESTRIAN FACILITIES
602 should be at least 3 meters and preferably 6 meters in advance of PEDESTRIAN

CROSSING pavement marking 603.
5. A second GIVE WAY TO PEDESTRIANS sign 303 shall be provided on the left side of the
roadway when a median island or other central island is
provided in advance of the pedestrian crossing.
6. GIVE WAY sign placement shall be consistent with the
General Standards presented in Section 4.2.4.2, and shall
be based on engineering judgment and warrants based on
the General Guidance provided in Section 4.2.4.3 and in the
Guidance found in Section 4.2.4.5.3.
7. Signs shall meet the sign installation requirements of
op V1
Section 4.1.10.5, meeting at least the minimum clearance
requirement “C” for Arterial / Collector / Local routes as
stipulated in Section 4.1.10 and dimension “D” if
PEDESTRIAN supplementary sign 303 is mounted below
C -
the GIVE WAY sign.
y
8.
C
GIVE WAY TO PEDESTRIANS sign 303 shall have the
following colour pattern:
Signs 302/303
C
a. The upper, GIVE WAY sign shall have a white background with a broad red border.
b. The lower sign, indicating pedestrians, shall have a red background with a white
icon and border.
Q
9.2.3 No Pedestrians Sign (Sign 352)

Sign 352 prohibits pedestrians from proceeding beyond the sign.
9.2.3.1 Standards
1. NO PEDESTRIANS sign 352 shall be displayed where it is
required to prohibit pedestrian movement or access, particular
those parts of a roadway, junction or off-road area which
pedestrians otherwise might expect to be able to use, but
which are considered unsafe due to the lack of crossings or
walkway facilities.
2. The NO PEDESTRIANS sign 352 shall have a white Sign 352
background, a black icon, a thick red diagonal line, and a thick red border.
9.2.3.2 Guidance
conspicuousness.
2. Sign 352 may be used on a COMBINED RESTRICTION SIGN, such as at the beginning of
a Freeway, bridge or tunnel, where multiple restrictions may be in place.
9.2.4 Children Sign (Sign 426)

CHILDREN Sign 426 warns motorists of the likelihood that children are on or adjacent to the road
ahead due to the presence of a school, playground, or other activity area.

Chapter 6 contains detailed discussions on additional signs such as

the CHILDREN CROSSING sign (Sign 360) that can be used with
Zebra Crossing Flashers within a school zone.
9.2.4.1 Standards
1. CHILDREN Sign 426 shall be used as necessary to alert
motorists in advance of locations where shared use of the
roadway by children might occur.
2. Sign 426 shall utilize the triangular shape consistent with
Section 4.1.9.1 and shall have a white background, a black
icon, and a thick red border.
op V1
3. Sign 426 placement and visibility shall be consistent with the
Standards presented in Section 4.3, and based on
Signs 426 with Supplemental
engineering judgment. Sign 426 shall be located on the right
Plate 589 (School)
side of the roadway and, where possible, on the left side as
C -
well, at a distance from the start of the area where children are likely to be present with a
y
C
clear sight distance to the sign.
4. Supplementary Plate. A SUPPLEMENTARY PLATE sign 589 indicating the specific reason
for the presence of children such as “School” or “Playground” in Arabic and English should
C
be attached below sign 426.
Q
9.2.4.2 Guidance
1. CHILDREN sign 426 should be provided in advance of any appropriate roadway area which
is potentially hazardous to children.
3. See Chapter 6 for guidance on typical applications of traffic control devices in school zones.
9.2.5 Pedestrians Crossing Ahead Sign (Sign

427)
Sign 427 warns drivers of vehicles that there is a marked and/or
signalized pedestrian crossing ahead at which pedestrians have
right-of-way.
9.2.5.1 Standards
1. PEDESTRIAN CROSSING AHEAD sign 427 shall be
located on the right side of the roadway and, where
possible, on the left side as well, at a distance from the
crossing as indicated in Section 4.3 and based on
Sign 427
engineering judgment. A clear sight distance to the sign
shall be provided.
2. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the pedestrian crossing
shall be attached below sign 427.
3. PEDESTRIAN CROSSING AHEAD sign 427 shall be provided in advance of all marked
pedestrian crossings and mid-block signalized pedestrian crossings.

4. Sign 427 shall not be located at a pedestrian crossing to mark the position of the crossing.
5. PEDESTRIAN CROSSING AHEAD sign 427 shall not be provided at pedestrian crossings
located at signalized or sign controlled legs of an intersection.
6. PEDESTRIAN CROSSING AHEAD sign 427 shall have a white background, a black icon,
and a thick red border.
9.2.5.2 Guidance
1. All unsignalized pedestrian crossings shall be marked by GIVE WAY TO PEDESTRIANS
sign 303.
op V1
9.2.6 Traffic Signals Ahead (Sign 430A and 430B)
TRAFFIC SIGNALS AHEAD Signs 430A and 430B shall be installed
where necessary on an approach to a signalized intersection that is
C -
not visible for a sufficient distance to permit the road user to safely
y
C
respond to the traffic signal. Signs 430A and 430B warn drivers of
vehicles that the junction or pedestrian crossing ahead is controlled
C
by traffic signals.
9.2.6.1 Standards
Q
1. TRAFFIC SIGNALS AHEAD sign 430 shall be located on the

right side of the roadway at a distance from the traffic signal
as indicated in Section 4.3 and based on engineering
judgment. A clear sight distance to the sign shall be Sign 430A
provided.
2. A SUPPLEMENTARY PLATE sign 589 indicating the distance to
the traffic signal shall be attached below sign 430.
3. An additional sign shall be provided on the left side of the
roadway on a median island if the roadway is part of a dual
carriageway.
4. TRAFFIC SIGNALS AHEAD sign 430 shall only be considered
for use when:
5. It is not obvious at the distance given in Section 4.3 that there is
a TRAFFIC SIGNAL control ahead, and/or
6. The signalized junction is remote or isolated from other
signalized junctions.
7. Sign 430B shall be used for approach speeds of 80 km/h and
above, and shall be a rectangular sign with a minimum 1500 mm Sign 430B
height.
8. In addition to the above situations, sign 430A or 430B may be installed for a short period of
3 to 6 months when a new traffic signal is commissioned but must be removed after such a
period, subject to the warrant criteria given above.
9. TRAFFIC SIGNALS AHEAD sign 430 should have a white background and a thick red
border. The icon shall have a black background with, in descending order, red, yellow, and
green lights.

10. Sign 430B shall be a rectangular sign with a similar (but larger) signal icon and text
(distance information to the signal), with a red border.
9.2.6.2 Guidance
2. TRAFFIC SIGNALS AHEAD sign 430A/B may be used for additional emphasis of the traffic
signal, even when the visibility distance to the stop sign is satisfactory.
3. A Warning Beacon may be used with sign 430A/B.
op V1
9.3 Markings
All pavement markings associated with pedestrian crossings as given below shall be white and
shall be reflectorized.
C -
y
9.3.1
C
Pedestrian (“Zebra”) Crossing Marking 603
Marking 603 when used at a location not controlled by traffic signals imposes a mandatory
C
requirement that a driver must yield right of way to pedestrians crossing the road carrying the same
meaning as the GIVE WAY TO PEDESTRIANS sign 303 whether that sign is present or not.
Regardless of its location, within marking 603 pedestrians always have right of way over vehicles,
Q
and vehicles must yield to pedestrians within the crossing. When used at a signal controlled
crossing, marking 603 warns drivers of a pedestrian crossing location with the likely presence of
pedestrians near the road and invokes a requirement that the driver exercise a high degree of care
and caution in the vicinity.
The use of PEDESTRIAN CROSSING marking 603 shall be carefully considered. An engineering
study should be made for their use away from signal-controlled intersections. PEDESTRIAN
CROSSING marking 603 shall only be installed with the approval of the relevant Roads Authority.
9.3.1.1 Standards
1. PEDESTRIAN CROSSING marking 603 shall be a broken white line transverse and
completely across the full width of the road and shoulders.
The configuration of the line shall be 500 millimetres line and 500 millimetres gap. The gap
orientation shall be aligned parallel with the direction of vehicular travel at the crossing. The
minimum width of line, measured perpendicular to the axis of pedestrian travel, shall be
three metres. This width may be increased if large volumes of pedestrians are present. A
width basis of 0.5 metres for every 100 pedestrians per hour may be used.
2. At intersections, marking 603 shall be positioned a minimum of 3000 millimetres from the
opposing Give Way or Stop lines. A separation of 6000 millimetres is preferred.

op V1
C -
y
C
Figure 9-1: Pedestrian (“Zebra”) Crossing Marking 603
C
9.3.2 Pavement Messages
The use of pavement messages in advance of pedestrian facilities should be restricted to sites
Q
where driver awareness of the facility may be reduced by the horizontal or vertical alignment or by
volume of traffic. If used, a message should, if possible, be confined to one line. Where two or
more lines are required, they should be designed as follows:
 On high-speed roads, generally speed zones higher than 80 km/h, a separation of four
times the character height should be used, and the message should be arranged to read
sequentially, i.e. with the first word nearest to the driver.
 For low-speed, urban situations the separation between lines may, if necessary, be from
one-half to one times the character height, in which case the message should be arranged
to read from top to bottom, i.e. with the first word farthest from the driver.
Where the message is an advance warning the word AHEAD, if used, should be added at the end
of the message.
Word messages for use on road pavements near crossings are as follows:
 PED X.
 SCHOOL X.
 SCHOOL.
Pavement marking may be used in association with the School Zone sign. The only worded
message used for this purpose is SCHOOL ZONE. Pavement markings indicating the school zone
speed limit are not permitted.
9.3.3 Pedestrian Islands and Medians

Raised islands or medians of sufficient width that are placed in the centre area of a street or
highway can serve as a place of refuge for pedestrians who are attempting to cross at a midblock

or intersection location. Centre islands or medians allow pedestrians to find an adequate gap in
one direction of traffic at a time, as the pedestrians are able to stop, if necessary, in the centre
island or median area and wait for an adequate gap in the other direction of traffic before crossing
the second half of the street or highway. The minimum widths for accessible refuge islands and for
design and placement of detectable warning surfaces are provided in Chapters 5 and 6 of the “Abu
Dhabi Urban Street Design Manual.”
9.4 Pedestrian Grade Crossings

9.4.1 Description
Pedestrian grade crossings in school areas are discussed in Chapter 6.
op V1
Traffic control for pedestrian grade crossings at train and LRT tracks, are discussed in Chapter 7.
To guide pedestrians to Pedestrian Underpasses, Sign 599 as detailed in Section 4.4.6.2.8 is to be

utilized.
C -
y
9.5 Signalization
C
C
9.5.1 Description
Pedestrian signals and signal indications at signalized intersections are discussed in the TSES
Manual.
Q
Mid-block signalized pedestrian grade crossings are also addressed in the TSES and the Abu
Dhabi Urban Street Design Manual. Zebra crossing markings as discussed in Section 9.3.1 are
used to mark these crossings.
9.6 Temporary Traffic Management and Pedestrian Access

Where existing bicycle or pedestrian facilities or pathways will be affected by roadwork, the needs
of bicycles and pedestrians are to be addressed in the TTM plan as formulated per Chapter 11 of
this document. Use the following guidelines if temporary pedestrian facilities are needed:
1. Pedestrians shall not be led into direct conflicts with worksite vehicles, equipment or
operations.
2. Pedestrians shall not be led into direct conflicts with mainline traffic moving through or
around the worksite
3. Pedestrians shall be provided with a safe, accessible and convenient path replicating as
nearly as possible the most desirable characteristics of existing sidewalks or footpaths.

10 TYPICAL APPLICATIONS
10.1 General
The purpose of this chapter is to provide graphical representations of how regulatory signs,
warning signs, guide signs, and pavement markings are used in various typical roadway situations.
The figures that make up this chapter are largely graphical and illustrative in nature. Specific
dimensions for placement of the traffic control devices are generally not shown so as to discourage
manual users from designing from Chapter 9 alone. Guidance for the design of various traffic
control devices should be obtained as appropriate from other chapters in this Manual and used
op V1
with discretion relative to the actual circumstances and configuration being confronted by the
designer.
In each of the figures, colour representations of each pavement marking and sign are shown to aid
the manual user in visualizing the relationships of the various elements.
C -
y
C
The configurations and guide signs shown on the following applications are hypothetical and do not
necessarily represent actual locations in Abu Dhabi. They are intended solely to represent typical
signing for a given configuration of roadway or junction. Signing and pavement marking positioning
C
shown represent preferred locations. To the maximum extent possible, signing locations should be
considered in the geometric design of a roadway with provisions made in the roadside design to
Q
accommodate these signs. When signing existing configurations the locations indicated should be
followed to the maximum extent possible, but some variation may be found unavoidable.
In general, the signing shown in the following applications are considered minimum (unless signs
are indicated as being optional). While it is desirable to minimize the number of signs used, signs
in addition to those shown may be warranted and should be included if necessary for the safety
and welfare of the public.
NOTE 1: The representative configurations may show signing visible to traffic coming from
one particular direction (usually from the bottom of the figure), and may not show all
signing at the intersection in all directions. This is done to facilitate readability of the
figures.
NOTE 2: Streets, roads and place names shown in the examples are representative only,
and should not be construed to represent actual geographic or physical conditions or
configurations along the Abu Dhabi road network.
10.2 Local and Arterial Road Junctions

This section illustrates typical combined applications of the use of regulatory signs, warning signs,
guide signs and pavement markings for local and arterial road junctions. Where relevant to the
situation being illustrated traffic signals are also indicated. There is a great deal of scope for
variation in geometric detail with the majority of applications illustrated. This section should not be
seen as a guideline for geometric design. Similar but differently detailed geometric layouts should
be signed and marked according to the illustrated principles.
The figures in this section are described as follows.
10-TYPICAL APPLICATION Page 412 FIRST EDITION – DECEMBER 2016

 Figure 10-1 depicts several representative configurations of situations found on local

access roads within a community. The sizes of signs and pavement markings are shown in
a relative scale and are based on a speed limit of 40 kilometres per hour. The example
shows the use of optional chevron signs on curves. The use of the chevron signs is
beneficial for those local streets that have limited sight distance to the curves as well as 40
km/h or higher speeds. For the purposes of this example, stops signs are assumed to be
warranted as per the criteria of Section 4.2, where shown.
 Figure 10-2 depicts two typical situations on a 6 lane dual carriageway. One situation is a
mid-block U-turn located away from an intersecting roadway and intended solely for the
purpose of making U-turns. The other situation is a local road T-junction with an arterial.
The junction depicted in this figure is only provided with radii on the corners. The sizing of
op V1
signs and pavement markings are shown in a relative scale and are based on a speed limit
of 60 kilometres per hour on the divided road and 40 kilometres per hour on the intersecting
road. Supplementary guide sign treatments are shown for this example, indicating the need
to make a U-turn to access the park, as well as providing the supplementary guide sign in
C -
the opposite direction (after the U-turn) indicating the driver is to turn right to get to the park.
y

C
Figure 10-3 depicts a situation on a four-lane dual carriageway where left turns through a
median opening from a divided road are permitted onto an intersecting local road. The
sizes of signs and pavement markings are shown in a relative scale and are based on a
C
speed limit of 60 kilometres per hour on the divided road and 40 kilometres per hour on the
intersecting road. Also included in the example are typical signing and markings for a “turn-
Q
out” bus stop location. The figure also shows the options of either banning U-turns from the
left turn pocket (provision of NO U TURN SIGN) or advising that trucks cannot U-turn.
 Figure 10-4 depicts a number of typical situations that are commonly found on service
roads adjacent to arterial roadways. The sizes of signs and pavement markings are shown
in a relative scale and are based on a speed limit of 60 kilometres per hour on the main
road, 40 kilometres per hour on secondary roads, and 25 kilometres per hour on service
roads (same sizing as 40 kilometres per hour). For the purposes of this example, stops
signs are assumed to be warranted as per the criteria of Section 4.2, where shown. This
figure also illustrates a typical mid-block signalized pedestrian crossing. Parking access is
from the service road. Examples shown are “generic” in nature and do not include local
“Mawaqif” regulatory sign displays for pay parking.
 Figure 10-5 depicts a representative configuration of a signalized junction between two
high-speed arterials, utilizing horizontal-stack advance signing. The sizes of signs and
pavement markings are shown at a relative scale and are based on a speed limit of 80
kilometres per hour on the approach roads. Signing is shown only for one approach. Other
approaches are similar.
 In cases where approaches have three lanes or less and speeds of less than 80 km/h, as
per Chapter 4, vertical-stack advance signing may be provided in lieu of the horizontal
stack signing.
 The illustration does not include warning signs or AD-route signage departing the
intersection, beyond those provided on the guide signs, nor does it show street name signs,
which are implemented based on Urban Planning Council or Municipality requirements at
the specific location.
 Supplemental signing treatment (optional) is shown for “Public Garden”.

 The incorporation of direct guidance to a nearby numbered AD-route is shown through the
use of parenthetical symbol bracketing the route emblem of the route to where guidance is
being provided. This is done in lieu of “To” wording.
 Destination symbols for City Centre (straight ahead on Zayed the 1st Street) and the airport
(right on Route 120). Please note that providing the street name on the chevron sign is
optional if there is visible street name signing available on the signal mast arm or on street
name signs mounted in the median; this is dependent on the specific Urban Planning
Council or Municipality guidance and requirements for street name displays.
op V1
C -
y
C
C
Q

op V1
C -
y
C
C
Q
Figure 10-1: Local Street Sign and Marking Layouts

op V1
C -
y
C
C
Q
Figure 10-2: Dual Carriageway Arterial with Median U-Turn Pocket and Channelized T-Intersection with Local
Street

op V1
C -
y
C
C
Q
Figure 10-3: Dual Carriageway Arterial with Channelized Left-Turn Movement into Side Road and Bus Stop
Turnout Location

op V1
C -
y
C
C
Q
Figure 10-4: Dual Carriageway Urban Arterial with Service Roads, Parking and Local Street Access

op V1
C -
y
C
C
Q
Figure 10-5: Signalised Intersection between Two Major Arterial Roads with Advance Horizontal Stack Signage

10.3 Roundabout Junctions

This section illustrates typical combined applications of the use of regulatory signs, warning signs,
guide signs and pavement markings for roundabout junctions. As was stated in the last section,
there is a great deal of scope for variation in geometric detail with the majority of applications
illustrated. This section should not be seen as a guideline for geometric design. Similar but
differently detailed geometric layouts should be signed and marked according to the illustrated
principles. The following typical roundabout applications are described in this section:
 Figure 10-6 depicts a representative configuration of a full size roundabout on a junction

between two urban arterials (AD-routes), with vertical stack signage approaching the
junction and AD-route signage departing the roundabout. The sizes of signs and pavement
op V1
markings are shown at a relative scale and are based on a speed limit of 60 kilometres per
hour on the approach roads. Signing is shown only for one approach. Other approaches
are similar. A bypass right turn pocket is provided.
 Note the trailblazer sign for the hospital, which as per Section 4.4 is not considered a
C -
secondary or supplementary destination. The indication that it is straight ahead is intended
y
C
as reassurance for traffic as it passes through the junction.
 If a secondary destination (e.g., park, sports ground, museum) were to be signed instead, a
C
supplementary guide sign (brown or white depending on the nature of the secondary
destination) would be provided at the location of the trailblazer sign.
 Figure 10-7 depicts a representative configuration of a signalized roundabout on a high-
Q
speed arterial with horizontal-stack signage approaching the junction. The sizes of signs
and pavement markings are shown at a relative scale and are based on a speed limit of 80
km/h on the approach roads. Signing is shown relative to its visibility to one approach only.
Other approaches are to be configured in a similar fashion. Note that the guide signage
shows the route emblem and number for the specific roads, along with direct guidance
messages for E-routes (E-route emblems enclosed in parentheses). Mashreq route
emblems are also provided on those signs visible to those already on the “M-route” (e.g.,
M-route signing is not provided on approach routes that are not M-routes). In this example,
Route M7 travels along Route AD-245. Stand-alone route shields are posted departing the
junction. For AD-245, the M7 shield is posted to the right of the AD-245 shield. It is noted
that roundabout signalisation may involve either mast arm mounted signals, pedestal-
mounted signals, or some combination of both, as per the TSES Manual.
 Figure 10-8 depicts a representative configuration of a junction between two intersecting
single carriageway roads in the form of a mini roundabout. It is to be noted that unlike in
this figure, the pedestrian crossings are generally set back at a sufficient distance from the
roundabout to enable safe pedestrian crossings. Typically, Sign 329 is installed under Sign
302 on the same post. The junction is subject to wide variations in geometric treatment.
The example illustrated assumes a standard crossroad junction between two local roads.
Note that this particular example does not include destination guide signs, route number
signs or street name signs. Approach speeds are assumed to be 60 km/h.

op V1
C -
y
C
C
Q
Figure 10-6: Roundabout Junction between Two AD-Routes with Bypass Right Turn and Vertical-Stack Advance
Signage

op V1
C -
y
C
C
Q
Figure 10-7: Signalised Roundabout Junction between Two AD-Routes with Bypass Right Turn and Horizontal-
Stack Advance Signage (includes advance guidance to E-routes and Mashreq route signing on cross route)

op V1
C -
y
C
C
Q
Figure 10-8: Mini-Roundabout (local or rural junctions)
10.4 Freeways and Grade-Separated Junctions

This section deals principally with sequences of guide signs for a range of typical freeway grade-
separated interchanges. Basic pavement marking arrangements for typical free-flow exit conditions
are also illustrated.
The principles illustrated are equally applicable to isolated grade separated junctions on non-
freeway routes.

The following typical applications are included in this section:

 Figure 10-9: depicts a representative configuration of a junction between a dual
carriageway crossroad and a freeway (E-route) in the form of a signalized grade-separated
diamond interchange. The junction type is subject to wide variations in geometric treatment.
- The example illustrated assumes a dual-carriageway arterial crossroad with a speed
limit of 60 kilometres per hour.
- Signing is only shown for traffic coming from the bottom of the figure and from the
left of the figure. Signing for other approaches is similar.
- Use of vertical stack signing is appropriate for the junction approach speeds and
number of lanes (less than three).
- Vertical stack signing is also provided on the approaching exit ramps from the
op V1
freeway.
- The arterial example does not include AD-route numbering, so no route number
displays or shields departing the junction are shown, nor are destination distance
signs. Street name signing is not shown in this example but is assumed to be
C -
y
provided depending on the Municipality or Urban Planning Council requirements at
C
a particular junction.
 Figure 10-10 depicts a representative configuration of a junction at the terminal end of a
C
freeway (E-route) grade-separated interchange. The junction represented is a dual
roundabout configuration on an AD-route crossroad with assumed speed of 60 kilometres
per hour.
Q
- Figure 10-7 may be referred to for applicable signing and pavement markings if
other junction configurations are used at an interchange terminal end. Signing is
shown only for traffic coming from the bottom and from the left of the figure. Signing
for other approaches is similar.
- No E-route or AD-route signing other than that on guide signs is shown on this
example. Route shields along the arterial may be provided in a similar fashion to
those provided in
- Figure 10-6Likewise, street name signing may be provided depending on the locale
but is not shown in this example.
 Figure 10-11 is a companion to Figure 10-9: , showing the configuration of the same
interchange from the freeway approach perspective, including a single lane exit ramp. As
depicted the lane used to exit the freeway is a lane which is shared between ongoing traffic
and exiting traffic is presented based upon an interchange located on an E-route. The
example is also applicable for other grade-separated junctions on expressways or major
urban streets.
- Within an urban environment, please note that signs on Abu Dhabi routes (AD-
routes) or other urban streets at grade-separated junctions are to use green rather
than blue background. The sizes of signs and pavement markings are shown at a
relative scale and are based on a speed limit of 100 kilometres per hour.
- Note the destinations on the advance exit direction and exit direction signs are
grouped together (both destinations in Arabic, then both destinations in English),
indicating that the exit ramp serves both directions.
 Figure 10-12 and Figure 10-13 depict the configuration of a two lane exit ramp from a
freeway with one lane being dropped at the exit and the second being an optional exit lane.
As depicted the dropped lane can only be used to exit the freeway. The adjacent lane is
shared between ongoing traffic and existing traffic (see Figure 10-11 for the treatment for a

single exit lane.) The example presented is based upon an interchange located on an
Emirate Route that is a freeway. The sizes of signs and pavement markings are shown at a
relative scale and are based on a speed limit of 100 kilometres per hour.
- Figure 10-12 shows the use of standard over-lane guide signage, showing the right
lane as a lane drop (black down arrow on white background with “ONLY” text, and
the second lane with a standard white down arrow on the blue background. The
pull-through sign upstream of the interchange shows four lanes continuing through,
and the pull-through at the exit shows the fifth lane also continuing through as the 2-
lane exit splits from the mainline.
- Figure 10-13 shows an alternative lane use arrow configuration where the specific
lane use (straight using up arrows and right using a curved right arrow is identified).
op V1
The second right lane shows a combination straight and right curved arrow to
indicate the ability to use the lane for either movement. It is recommended that new
road construction or new interchanges use this clearer lane use description signage.
Existing or older locations where there is existing use of downward lane use arrows
C -
and up-right to up-left arrows for exits may utilize the example in Figure 10-13.
y

C
Figure 10-14: depicts a multi-ramp interchange where the ramps for each direction
consecutively exit from the mainline freeway or expressway. The sizes of signs are shown
at a relative scale and are based on a speed limit of 100 kilometres per hour. Regulatory
C
and warning signs and pavement markings are not detailed.
- Based on linear referencing of the exit based on kilometres distance from the route
Q
origin and proceeding upward, the individual ramps within the interchange are
consecutively signed with the exit number and A (for first ramp) and B (for second
ramp). In the opposing direction (decreasing kilometres), the ramps would be signed
with the exit number and B (for the first ramp) and A (for the second ramp).
- For interchanges with multiple exit ramps, the first advance exit direction sign is
2000 m from the first exit gore, with a second exit direction sign at 1000 m from the
first exit. At 500 m, separate advance exit direction signs with distances to each exit
are provided. At the first exit, the exit direction sign for the first exit and an advance
exit direction sign for the second exit is provided.
- Exit gore signs are provided for each ramp and show both the exit number based on
kilometre reference and the suffix (i.e., for this example, first exit is numbered “25A”
and the second is numbered “25B”).
 Figure 10-15: depicts a multi-ramp interchange where the ramps are served by a single
collector-distributor (C-D) road which later rejoins the freeway/expressway. The example
shown utilizes a single-lane exit (not a lane drop) to the C-D road. The sizes of signs are
shown at a relative scale and are based on a speed limit of 100 kilometres per hour.
Regulatory and warning signs and pavement markings are not shown.
- Exit numbering is shown for the primary exit from the mainline (here shown as Exit
25), and not for the ramps that depart from the C-D road.
- Note that, on advance exit direction signs and the primary exit direction sign, the
destinations are separated by the Arabic then English text for Destination 1,
followed below by the Arabic then English text for Destination 2. While the primary
exit technically served both destinations, the destination separation is done in
recognition that there are secondary exit ramps from the C-D road for each
destination. Once the driver exits onto the C-D road, he will then see separate exit

direction signage for the first destination in combination with advance exit direction
signage for the second destination.
- A numbered exit gore sign is provided for the primary exit from the mainline.
Separate exit gore signs (not numbered) are provided for each exit from the C-D
road.
 Figure 10-16: depicts a freeway-to-freeway interchange with a two lane primary exit from
the mainline freeway that splits shortly after the exit point. The examples shows the ramp
split not being a lane drop (two lanes continue to the left destination and one lane exits from
the ramp to right destination) and being located less than 500 metres from the primary exit.
The sizes of signs are shown at a relative scale and are based on a speed limit of 100
kilometres per hour. Regulatory and warning signs and pavement markings are not shown.
op V1
- Separate sign displays are provided for each exit lane, given one lane will exit in
one direction from the primary exit ramp, and the other two lanes continue to the left
destination.
- Hence, the exit numbering shows both the kilometre reference and A and B
C -
references for each directional split from the ramp. The exit gore sign for the primary
y
C
exit will show “Exit 3A-B”, and the secondary exit gore sign shows arrows in two
directions, indicating the split in the ramp.
 Figure 10-17 depicts an “urban diamond interchange” between two major arterials that are
C
grade separated, one of which is an expressway at the point of the interchange. The
intersection of the ramps and arterial is signalized, with U-turns available prior to the signal
Q
for drivers to change to the opposite direction. Given the urban environment and that both
routes are arterials within a city, and are not E-routes, all guide signage is shown as green
background. The example focuses on guide signage and shows schematics but not details
of pavement markings and warning signs.
- The sizes of signs are shown at a relative scale and are based on a speed limit of
80 kilometres per hour for the grade-separated route, and 60 km/h for the crossing
route.
- Advance signing ahead of the signal (both on the exit ramps on the arterial will be
horizontal stack signing (overhead).
- For the example here, street names are showed on the advance stack signs, along
with destinations and direct route guidance information (AD-route shields contained
within parentheses indicating the major routes accessed downstream from the
arterial).
- The example shown here does not show street name signs at the junction (street
names may be shown on signal mast arms or dedicated standard signs on the
median). Chevron signage in this example includes route information, destination
symbols such as city centre or downtown, and destination, but not street name
information.
- While some traffic control signs are shown for indicative purposes, it is understood
that this figure does not comprehensively cover all required traffic control signs for
ease of understanding.
 Figure 10-18 depicts pavement marking conditions that are not otherwise covered in in
other figures in this chapter. Pavement marking sizes are based on a speed limit of 100
kilometres per hour. The retroreflective version of pavement markings is shown for a
freeway condition. For non-freeway conditions the standard version of the markings may be
used.

op V1
C -
y
C
C
Q
Figure 10-9: Arterial and Freeway Off-Ramp Approaches to Arterial-Ramp Junction (diamond interchange,
signalisation at ramp junctions)

op V1
C -
y
C
C
Q
Figure 10-10: Arterial and Freeway Off-Ramp Approaches to Arterial-Ramp Junction (diamond interchange,
roundabouts at ramp junctions

op V1
C -
y
C
C
Q
Figure 10-11: Freeway Approach to Single-Lane Exit Ramp (no lane drop)

op V1
C -
y
C
C
Q
Figure 10-12: Freeway Approach to Two Lane Exit with Right Lane Drop and Second-Lane Exit Option (use of
standard over-lane guide signing)

op V1
C -
y
C
C
Q
Figure 10-13: Freeway Approach to Two Lane Exit with Right Lane Drop and Second-Lane Exit Option (use of
alternative diagrammatic lane use arrow signage)

op V1
C -
y
C
C
Q
Figure 10-14: Signing for Multi-Ramp Interchange (exit ramps direct from mainline)

op V1
C -
y
C
C
Q
Figure 10-15: Signing for Multi-Ramp Interchange with Primary Exit to Collector-Distributor (C-D) Road and
Secondary Exits from C-D Road

op V1
C -
y
C
C
Q
Figure 10-16: Signing for Freeway-to-Freeway Interchange (two lane drops, directional split on exit ramp)

op V1
C -
y
C
C
Q
Figure 10-17: Guide Signage for Grade-Separated Urban Junction

op V1
C -
y
C
C
Q
Figure 10-18: Pavement Marking Examples for Freeway Merges, Weaving Sections and Exit Ramp Splits

CITED REFERENCES
To the extent that they are incorporated by specific reference, the latest editions of the following
publications, or those editions specifically noted, are a part of this manual:
1. Department of Transport. Consultants Management Manual. Abu Dhabi : Department of

Transport, 2011.
2. —. Project Cost Estimating Manual. Abu Dhabi : Department of Transport, 2011.
3. AASTHO. Bridge Welding Code. 5th Edition. Miami : American Welding Association, 2008. pp. 5
- 50. AASTHO/AWS D1.5M/D1.5:2008.
op V1
4. Department of Transport. Road Structures Design Manual. Abu Dhabi : Department of
Transport, 2011.
C -
5. Directorate-General for Translation. English Style Guide - A handbook for authors and
y
translators in the European Commission. Sixth edition. s.l. : European Commission, 2010.
C
C
Q
CITED REFERENCES Page 437 FIRST EDITION – DECEMBER 2016

OTHER REFERENCES
Directorate-General for Translation. English Style Guide - A handbook for authors and
translators in the European Commission. Sixth edition. : European Commission, 2010.
Dubai Municipality – Roads Department. Traffic Control Devices Manual, Volumes 1 and 2.
Dubai, 2004.
Dubai Roads & Transport Authority, Right of Way Department. Work Zone Traffic
Management Manual. Dubai, October 2007.
Queensland Government. Manual of Uniform Traffic Control Devices. Australia, 2009.
op V1
Abu Dhabi Municipality Road Department. Traffic Control Devices Manual. Emirate of Abu
Dhabi, 2005.
C -
United Kingdom Department for Transport. The Traffic Signs Regulations and General
y
Directions. London, 2002.
C
United Kingdom Department for Transport. Traffic Signs Manual. London, 1982 with 2004
C
amendments.
United Kingdom Department for Transport. Traffic Advisory Leaflet. London, 2003.
Q
United States Department of Transportation and Federal Road Administration. Manual on

Uniform Traffic Control Devices for Streets and Highways. U.S., 2009 Edition.

INDEX
Abu Dhabi Department of Transport, ii, xxv, 1, 4

Abu Dhabi Road Regulation, 7, 15, 17, 24, 52, 53, 104, 105, 312, 315
Abu Dhabi Route Trailblazer Signs, 227
Accessible Pedestrian Signals, xii
Active Traffic Management, xii, 70, 75
Additional Lane Signs, 113, 146
AD-Routes, xxv, 7, 34, 157, 163, 173, 174, 175, 182, 183, 185, 186, 195, 218, 219, 230
op V1
Adult Crossing Guards, 308
Advance Exit Direction Signs, 200
Advance Horizontal Stack Signs, 181, 183
Advance Map Signs, 187
C -
y
C
Advance Supplemental Signs, 189
Advance Vertical Stack Signs, 184
C
Advance Warning Area, 36
Advertising Signing, 6
Q
Advisory Bicycle Lane Markings, 385

Advisory Contra-Flow Bicycle Lane Signs, 378
Advisory With-Flow Bicycle Lane Signs, 373
Ahead Only Signs, 66, 71
Airport Trailblazer Signs, 225
All Way Supplemental Plate, 53, 55
Animal Ahead Signs, 132
Arabic Numerals, 35
Arrow Descriptions, 164
Arterials, 48, 49, 152, 179, 183
At-Grade Junctions, 152, 179
Barricades, 3, 106, 107, 108, 289
Barriers, 36, 38, 41, 240, 264, 279, 333, 365
Beginning of Freeway Signs, 104
Beginning/End of Median Signs, 145
Bends Ahead Signs, 120
Bicycle Grade Crossings, 385
Bicycle Guide Signs, 380
Bicycle Lane Signs, 103
Bicycle Lanes, xiii, 368, 373, 376
Bicycle Track Markings, 385
Bus Lane Signs, 101, 337
Bus Stop Signs, 98

Cardinal Directions, 176

Channelizing Devices, 289, 290, 291
Channelizing Line Markings, 102, 249, 251, 260, 262, 263, 265, 271, 338
Chevron, 31, 139, 140, 141, 142, 152, 159, 164, 179, 180, 181, 197, 198, 263, 264
Chevron Alignment Markers, 323
Chevron Direction Signs, 194
Chevron Markings, 263
Children Crossing Signs, 301, 306
Children Signs, 126, 306, 389, 390
op V1
City Centre Trailblazer Signs, 226
Clear Zone Markings, 325
Clear Zone Signs, 325
Clearview, 200
C -
y
Colour Code, 32, 33
Coloured Pavements, 288
C
Combined Restriction Signs, 87
C
Comprehensive Signs, 52
Continuity Line Markings, 266
Q
Control Destinations, 178, 179, 213

Control Signs, 29, 52, 53
Curb Markings, 238, 240, 243
Curb Painting, 272, 279, 280
Delineators, 241, 287, 288, 291
Department of Transport, ii
Department of Transport Manual, xii
Design Vehicle, xiv
Diagrammatic Arrows, 164
Diagrammatic Signs, 142
Distance Signs, 174, 363
Dividing Line Markings, 246, 247, 260
DoT MUTCD Committee, 18
Drawbridge Ahead Signs, 131
Dual Carriageway Ends Ahead Signs, 121, 125
Dynamic Message Signs, xiii, 12, 363
Edge Line Markings, 250, 254, 263, 264, 278
Emirate of Abu Dhabi, 5, 6, 7, 14, 15, 17, 32, 278, 286, 432
Emirate Route Trailblazer Signs, 226
End of Bicycle Lane, Track or Route Signs, 379
End of Freeway Signs, 105
End School Zone Signs, 297, 302

Entering Neighbourhood Signs, 105

E-Routes, 7, 34, 157, 163, 172, 174, 175, 179, 180, 182, 183, 186, 189, 195, 199, 200,
218, 219, 226, 230
Exclusive Lane or Parking Space Symbol Markings, 255
Exit Direction Signs, 40, 208, 362
Exit Numbering System, 223
Falling Rocks Signs, 134
Field Repairs, 49
Fire Hydrant Supplementary Plate Signs, 234
op V1
Flagger, xv, xxv, 108
Four-Quadrant Gate Systems, 334
Freeway Trailblazer Signs, 227
Freeway/Expressway Ground-Mounted Advance Exit Direction Signs, 230
C -
y
Freeway/Expressway Ground-Mounted Exit Direction Signs, 231
C
Freeways, 42, 43, 48, 73, 155, 199, 267, 339, 405
Gate Warning Lights, 109
C
Gates, 3, 50, 106, 108, 331, 332
General Information Signs, 40, 228
Q
General Service Signs, 234, 235

General Warning Sign, 136
General Warning Sign 450, 136
Give Way Line Markings, 244
Give Way Signs, 30, 31, 33, 51, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 114, 128, 129,
244, 245, 258, 294, 373, 388, 389, 391, 392
Give Way to Pedestrians Signs, 244, 388
Give-Way Control Ahead Signs, 129
Gore Exit Signs, 221
Grade Crossing Elimination, 313
Grade Crossings, 310, 313, 316, 394
Grade-Separated Junctions, 155, 199, 405
Guidance Markings, 264
Guide Devices, 4
Guide Line Markings, 265
Guide Signs, 25, 40, 42, 81, 82, 151, 152, 157, 158, 159, 161, 170, 179, 180, 200, 346,
347, 350, 353, 354, 356, 357, 358, 359, 360, 361
Hatch Markings, 264
Hazard Marker Signs, 112, 137
Hazard Plate Signs, 137
High Occupancy Vehicle, 103
High Vehicle Warning Signs, 149

Highway Code, 24
HOV Lanes, xv, 103
Illumination, xxi, 27, 30, 53, 114, 307, 316
Inspection, 29, 47
Inventory, 45, 46
Joining Lane Signs, 146
Junction Ahead Signs, 114, 115, 116
Kilometre Marker Signs, 174
Lane Drop Signs, 144
op V1
Lane End Arrow Markings, 262
Lane Ends Signs, 121
Lane Line Markings, 261
Lane Symbol Markings, 366
C -
y
Lane Use Control, 148, 149
Lanes Merge Signs, 147
C
Leaving Neighbourhood Signs, 106
C
Left or Right Turn Only Signs, 70
Left or U-Turn Only Signs, 70
Q
Legend, xvi, xix, xxi, 26, 32, 34, 163, 173, 203, 219
Light Emitting Diode, 29
Loading Zone Signs, 100
Local Roads, 48
Local Traffic Only Signs, 107
Locomotive Horn, xvii
Longitudinal Placement, 38, 42, 43
Low-Flying Aircraft Signs, 132
LRT Crossing Warning Signs, 328
LRT Crossings, 326, 328
LRT Plate Signs, 326, 329
Luminaires, 29, 316
Managed Lane Advance Direction Signs, 347
Managed Lane Advance Ongoing Movement Signs, 350, 356
Managed Lane Direction Signs, 354
Managed Lane Ends Ahead Signs, 358
Managed Lane Exit Distance Signs, 363
Managed Lane Gore Signs, 357
Managed Lane Ongoing Movement Signs, 355
Managed Lane Regulatory Signs, 352
Managed Lane Slip Ramp Exit Direction Signs, 360
Managed Lanes, xxii, 310, 315, 339, 363, 364, 365

Managed Lanes Regulatory End Signs, 360

Mandatory Bicycle Lane Markings, 381
Mandatory Signs, 52
Mandatory With-Flow Bicycle Lane Signs, 370
Material Testing, 44
Mawaqif Signs, 93, 94
Maximum Headroom Signs, 125
Maximum Height Limit for Roads Allowing Overheight Vehicles Signs, 85
Maximum Height Limit Signs, 84, 85
op V1
Maximum Speed Limit Signs, 77, 78
Median, xvi, xvii, 112, 398
Merging Traffic Signs, 117
Minimum Speed Limit Signs, 78
C -
y
Minimum Track Clearance Distance, xvii
Neutral Area, xviii
C
Night Speed Limit Signs, 78
C
No Buses Signs, 86
No Cyclists Signs, 83
Q
No Entry Signs, 64
No Goods Vehicles Signs, 81
No Horns Signs, 83
No Inflammable Goods Signs, 81
No Motor Vehicles Signs, 87, 102, 338
No Overtaking Signs, 80
No Parking Markings, 278
No Parking Signs, 92, 93, 95, 99, 272, 278
No Parking Zone Signs, 302
No Passing Line Markings, 246, 247, 249, 260, 264, 271, 324
No Pedestrians Signs, 83, 389
No Stopping Signs, 89
No Stopping Zone Signs, 91, 92
No Taxis Signs, 86
No Through Roads Signs, 116
No U-Turn Signs, 72
Nonretroreflective RPM Marking N, 271
Object Marker, xviii, 283
Object Marker Design, 283
Occupancy Requirement, xviii
One Way Signs, 62, 64, 65
Ongoing Direction Signs, 210, 212

Opposing Traffic, xviii

Overhead Installations, 43
Overhead Signs, 28
Parking Control, 89
Parking Envelope Line Markings, 254
Parking for Disabled Persons Signs, 94
Parking Space Line Markings, 255
Parking Time Limit Signs, 95
Parking Trailblazer Signs, 228
op V1
Parking Zone Markings, 281
Pass Either Side Signs, 68
Passive Grade Crossing, xviii
Pathway Grade Crossing, xviii
C -
y
Pavement Markings, 3, 4, 5, 7, 59, 61, 80, 102, 103, 104, 149, 237, 238, 240, 241, 242,
C
243, 245, 248, 254, 257, 259, 264, 266, 270, 272, 281, 284, 285, 286, 291, 292, 293,
298, 299, 302, 303, 314, 318, 322, 324, 338, 364, 367, 388, 392, 393
C
Pavement Messages, 393
Pay-and-Display Parking Signs, 93
Q
Pedestrian Crossing Ahead Signs, 127

Pedestrian Crossing Markings, 246
Pedestrian Islands and Medians, 393
Pedestrian Supplemental Plate, 53, 59
Pedestrian Underpass Signs, 236
Pedestrians Crossing Ahead Signs, 390
Pick-Up and Drop-Off Signs, 99
Pictograph, xviii
Priority Control, xix
Prohibitory Signs, 52, 63, 72, 81, 82, 89
Prohibitory Traffic Movement Signs, 71, 72
Qualification Plate, 51, 52, 72, 80, 82, 87, 88, 91
Quayside Signs, 130
Rail Traffic, xix, 336
Railway Crossing, 319, 320, 323, 327, 331, 332
Railway Crossing Pavement Markings, 324
Railway Crossing Signal Regulatory Signs, 320, 321, 328
Railway Crossing Signs, 318, 319, 326
Railway Crossing Warning Signs, 320, 321
Raised Pavement Markers, xix, 266
Regulatory Devices, 4, 15
Regulatory Signs, 25, 30, 31, 33, 38, 42, 43, 50, 51, 52, 53, 346

Reservation Signs, 52
Retroreflective RPM Marking R, 270
Retroreflective Sheeting, 28
Road Closed Signs, 107
Road Junctions, 395
Road Lighting, 53, 114, 316
Road Narrows Ahead Signs, 124
Road-LRT Grade Crossings, 311
Road-Rail Crossings, 318
op V1
Road-Railway Grade Crossings, 311
Roundabout Ahead Signs, 123
Roundabout Junctions, 402
Roundabout Markings, 292
C -
y
Roundabout Signs, 61
C
Route Classifications, 172
Route Marker Signs, 176
C
Route Number Emblem, 162, 182, 185, 188, 189, 197, 198, 202, 203, 211, 213, 214, 219,
220
Q
Route Number Plate Signs, 98

Route Numbering System, 1, 7, 171, 172
Route Numbering Systems, 7
Rumble Strips, 257
Rumble Strips Markings, 257
Rural Route Marking, 176, 177
Safe-Positioned, xx
School Crossings, 294, 299
School Zones, 3, 295, 299, 300, 304, 307, 393
Selective Exclusion Signs, 379
Shared-Use Path, xx
Sign Cleaning, 49
Sign Installation, 35, 36
Sign Placement, 36, 37, 42, 73, 369
Sign Replacements, 50
Sign Retroreflectivity, 28, 29, 158
Sign Sizes, 33
Sign Spacing, 42, 138, 160
Sign Storage, 50
Signal Backplate, xxi
Signal Coordination, xxi
Signal Phase, xxi

Signal Timing, xxi

Signalization, 331, 386, 394
Signing Subclassifications, 52, 111
Slippery Surface Signs, 135
Special Diagrammatic Lane Arrow Directional Signs, 214
Speed Hump Markings, 259
Speed Hump Signs, 133
Speed Limit Signs, xix, 42, 51, 72, 73, 75, 76, 78, 79, 293, 300, 301
Speed Zone, xxii, 74
op V1
Splitter Island, xxii
Stack Sign Arrows, 165
Stop Control Ahead Signs, 128
Stop Line Markings, 243, 247, 257, 265, 318, 319, 324, 326, 330
C -
y
Stop Paddle Signs, 309
C
Stop Signs, 30, 31, 54, 55, 56, 57, 61, 128, 243, 244, 319, 320, 328, 330, 369, 370, 388
Street Name Signs, 229
C
Supplemental Destination Trailblazer Signs, 227
Supplemental Exit Signs, 222
Q
Supplemental Signal Face, xxii

Supplemental Track Plate Signs, 318, 319
Supplementary Pedestrian Plate, 55
Supplementary Plate, 34, 42, 51, 52, 61, 63, 66, 88, 111, 115, 119, 120, 121, 122, 123,
124, 125, 126, 127, 128, 129, 130, 131, 132, 133, 134, 135, 136, 143, 144, 147, 232,
233, 279, 390, 391
Taxi Stop Signs, 100
Temporary Traffic Control Signal, xxii
Temporary Traffic Control Zone, xxii
Text Pavement Markings, 285
Text Signs, 232
Text Symbol Markings, 286
Theoretical Gore, xxii
Thru or Left Only Signs, 70
Thru or Right Only Signs, 70
T-Junctions, 141, 142, 149, 182, 185, 186
Traffic Control Devices, xxvi, 1, 2, 4, 5, 7, 8, 10, 12, 14, 15, 16, 17, 18, 20, 23, 114, 127,
237, 258, 289, 293, 294, 310, 311, 312, 313, 314, 315, 316, 333, 337, 367, 368, 388,
390, 432
Traffic Islands, 291
Traffic Signal and Electronic Warning and Information Systems (TSES) Manual, 4
Traffic Signals Ahead Signs, 129, 391

Traffic Signs, 4, 5, 7, 14, 24, 26, 27, 32, 35, 36, 37, 41, 44, 45, 47, 48, 49, 103, 112, 233,
237, 381, 432
Trailblazer Signs, 166, 224
Transverse Markings, xxiii, 240
Travelled Way, xxiii
TSES Manual, 7, 19, 59, 61, 63, 70, 75, 300, 306, 310, 312, 315, 337
TTM, 301, 316, 317
Tunnel Signs, 133
Turn Left Signs, 68
op V1
Turn Right Signs, 68
Two-Way Traffic Signs, 121
UK Department of Transport, 35
Upstream, xxiii
C -
y
Urban Route Marking, 177
Urban Street, xxiii, 394
C
U-Turn Ahead Signs, 122
C
U-Turn Permitted Signs, 69
U-Turns, 72, 88, 122, 123, 191, 232
Q
Vandalism, 47, 50
Variable Message Signs, xiii
Vertical Stack Signs, 184
Visibility Painting Markings, 278
Visibility-Limited Signal Face, xxiii
Warning Beacons, xxiii, 112, 128, 129, 130, 131, 132, 392
Warning Devices, 4
Warning Flasher, 296, 301
Warning Lights, xxiii
Warning Markings, 257
Warning Signs, xxiii, 3, 25, 30, 31, 33, 39, 42, 43, 84, 85, 86, 109, 110, 111, 112, 113,
114, 233, 301, 327, 330, 346, 373
Wayfinding, 3, 164
Wayside Horn System, xxiv
Work Zones, xxii
Yield Line, xxiv
Yield Signs, 369
Zebra Crossings, 301, 302, 303, 306

TR 511 PDF

Transféré par

Informations du document

Titre original

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

TR 511 PDF

Transféré par

Droits d'auteur :

Formats disponibles

Q

Document No: TR-525

1.10.1 Road Classification ..................................................................................................... 6

TOC Page i FIRST EDITION – DECEMBER 2016

3.2.2 Standards ................................................................................................................. 15

3.8 Risk Assessment, Engineering Study and Judgment ...................................................... 19

TOC Page ii FIRST EDITION – DECEMBER 2016

4.1.9 Physical Aspects ...................................................................................................... 31

4.2.12 Closure Signage, Barricades, and Gates ................................................................ 109

TOC Page iii FIRST EDITION – DECEMBER 2016

5.2.1 Standards ............................................................................................................... 246

5.4.8 Text Pavement Markings ........................................................................................ 298

TOC Page iv FIRST EDITION – DECEMBER 2016

7.1 General Principles ........................................................................................................ 324

TOC Page v FIRST EDITION – DECEMBER 2016

7.4.2 Advance LRT Crossing Warnings ........................................................................... 342

8 Traffic Control for Bicycle Facilities.................................................................................... 384

TOC Page vi FIRST EDITION – DECEMBER 2016

8.3.1 Functions of Markings............................................................................................. 398

9.2.2 Give Way to Pedestrians Sign (Sign 303) ............................................................... 405

TOC Page vii FIRST EDITION – DECEMBER 2016

Cited References ...................................................................................................................... 437

TOC Page viii FIRST EDITION – DECEMBER 2016

Figure 4-15: Typical Hazard Plate Applications ........................................................................... 143

TOC Page ix FIRST EDITION – DECEMBER 2016

Figure 5-27: Typical Channelizing Devices (7459) ...................................................................... 304

TOC Page x FIRST EDITION – DECEMBER 2016

Figure 8-7: Bicycle Grade Crossings ........................................................................................... 404

TOC Page xi FIRST EDITION – DECEMBER 2016

TOC Page xii FIRST EDITION – DECEMBER 2016

Bicycle: A pedal-powered vehicle upon which the human operator sits.

Glossary Page xiii FIRST EDITION – DECEMBER 2016

Carriageway: Refers to the configuration of a road. A single-carriageway road involves a single

need not be at the geometrical centre of the pavement.

Glossary Page xiv FIRST EDITION – DECEMBER 2016

Downstream: A term that refers to a location that is encountered by traffic subsequent to an

Glossary Page xv FIRST EDITION – DECEMBER 2016

device. Engineering judgment shall be exercised by an engineer, or by an individual working under

Engineering Study: The comprehensive analysis and evaluation of available pertinent

Expressway: A dual-carriageway road with partial control of access.

Gate: An automatically-operated or manually-operated traffic control device that is used to

Glossary Page xvi FIRST EDITION – DECEMBER 2016

Intersection: Intersection is defined as follows:

Glossary Page xvii FIRST EDITION – DECEMBER 2016

Lane Drop: See Dropped Lane.

Legend: See Sign Legend.

Glossary Page xviii FIRST EDITION – DECEMBER 2016

Occupant: A person driving or riding in a car, truck, bus, or other vehicle.

Glossary Page xix FIRST EDITION – DECEMBER 2016

Pedestrian: A person on foot, in a wheelchair, on skates, or on a skateboard.

Pictograph: A pictorial representation used to identify a governmental jurisdiction, an area of

Priority Control: A means by which the assignment of right-of-way is obtained or modified.

Glossary Page xx FIRST EDITION – DECEMBER 2016

Right-of-Way (Assignment)*: The permitting of vehicles and/or pedestrians to proceed in a lawful

Road Network: A geographical arrangement of intersecting roads.

Roadway: Denotes the physical road, see also Carriageway.

Glossary Page xxi FIRST EDITION – DECEMBER 2016

Safe-Positioned: The positioning of emergency vehicles at an incident in a manner that attempts

Glossary Page xxii FIRST EDITION – DECEMBER 2016

Speed: Speed is defined based on the following classifications:

vehicles in the traffic stream.

Street: See Road.

Glossary Page xxiii FIRST EDITION – DECEMBER 2016