TRAFFIC CALMING GUIDELINES

FOR ABU DHABI CITY INTERNAL

ROADS
TR-528
Traffic Calming Guidelines
TABLE OF CONTENTS 1 Consultation with emergency services
3.4 organisations and bus operators 34
FOREWORD 3
3.4.1 Emergency Service access requirements 34
ACKNOWLEDGEMENTS 7 4 SELECTION OF APPROPRIATE MEASURES
AND DESIGN GUIDANCE 37
1 INTRODUCTION 11
4.1 Selection of Appropriate Measures 38
1.1 Definition 12
4.1.1 Benefits and potential Disbenefits 42
1.2 Purpose 14
4.2 Design guidance 45
1.3 Objectives 16
4.2.1 Street Connectivity 45
1.4 International Experience 18
4.2.2 Safety issues for Priority Junctions 46
1.4.1 European experience in Traffic Calming 18
4.2.3 Traffic Islands (Refuges) 48
1.4.2 UK experience in Traffic Calming 19
4.2.4 Gateways and Entry Treatments 53
1.4.3 Australian Experience in Traffic Calming 20
4.2.5 Overrun areas and Rumble Devices 58
1.4.4 North American Experience in Traffic Calming 21
4.2.6 Mini-roundabouts 63
1.5 The way forward 21 4.2.7 Horizontal deflections –Build-outs,
Pinch-points and Chicanes 69
2 TRAFFIC CALMING TECHNIQUES 23
4.2.8 Vertical deflections –Speed Tables and Speed Cushions 78
2.1 Common Traffic Calming Measures 26
4.2.9 Traffic Calming Road Markings (TCRM) 98
2.2 Design Considerations 29
4.2.10 Variable Message Speed Signs (Radar Speed Signs) 99
3 STRATEGIES AND PROCEDURES FOR THE USE OF TRAFFIC
CALMING ON ABU DHABI CITY INTERNAL ROADS 31
4.2.11 General design, construction and maintenance issues 103
3.1 Australian Experience in Traffic Calming 32
5 TYPICAL EXAMPLES OF SOME NEW ROAD LAYOUTS 115
3.2 Procedures for implementing traffic calming projects 33
6 REFERENCES 119
3.3 Community Involvement 34

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Traffic Calming Guidelines

FOREWORD

People often consider crashes to be a bit of bad luck and describe

them as ‘accident’, as if they were chance events without any
probability of occurrence. However, road crashes don’t just happen,
they are caused, and research attributes more than 93% of crashes
to driver/rider error.

The network is also for pedestrians and not just vehicles. The correct

and cyclists can no longer use our streets safely or conversely the
network may also become hazardous for drivers. This imbalance
leads to isolation of areas, car dependency, inappropriate
development and long-term environmental problems.

Foreword Too many drivers view the network as their territory. They drive in a
manner that provides no allowance for the mistakes of others and
with no expectation that pedestrians or children are around and
will need to cross.

Drivers must accept their share of responsibility for elevating

the levels of danger or hazard on the network, which makes it
extremely unsafe for people to walk and cycle. In Abu Dhabi the
vehicles and pedestrian interaction is so precarious that Abu Dhabi

related accidents and deaths.

calming in built up residential areas in the city of Abu Dhabi. Auto

ownership was low and drivers were less aggressive. However every

4
 However in the end it’s:
Streets which were once residential are now being used as main
Our responsibility; and
in residential areas and there are demands from residents for the
Our choice.

“Improving safety and increasing mobility for all must go hand in

To maintain speed control our transport experts from various hand. It is not acceptable to reduce casualties by forcing vulnerable
authorities have used speed cameras and other on-surface
the risk that we impose upon others”

in residential areas the Municipality of Abu Dhabi City (ADM) We invite you to share our vision for a world-class city. A city, which
is aggressively seeking methods to make it less desirable for desires to promote high levels of safe and dependable pedestrian
and cycling activity. A city where the non-motorized mode of travel
becomes a real alternative that even children and the disabled
ADM is constantly engaged in its commitment to maintain could safely use our streets without the dangers, or perceived
and enhance neighbourhood liveability, retain the desirable dangers, that sometimes exist.
characteristics of each neighbourhood and encouraging
community-based solutions and decision-making. Eng. Eisa Mubarak Al Mazrouie,

It is for these reasons that the ADM continues to introduce a variety

of initiatives to improve safety on its network. ADM supports

severity of crashes on the internal street network. Similarly, the Director Internal Roads and Infrastructure

We can save lives, prevent injuries and reduce property damage by

changing our behaviour. Reading these rules and following them
will help achieve this goal.

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Traffic Calming Guidelines

ACKNOWLEDGEMENTS

experiences and practices of countries like that have introduced

speeds, hence reduction in road crashes.

ADM would like to acknowledge their gratitude to Department

Council Abu Dhabi, and in particular Chartered Institute of

Highways And Transportation (CIHT) in the UK in arranging Mr John
Smart, Mrs Elizabeth Sands, MSc, FCIHT, FSoRSA and Tim Pharoah,

Calming Guidelines for UK) to peer review the document and

Acknowledgements providing us with expert and professional advice in production of

this manual.

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Traffic Calming Guidelines

INTRODUCTION

Abu Dhabi Municipality (ADM)) is aware that speeding and

Dhabi Police (ADP). Development in Abu Dhabi has drastically

increased the number of vehicles on the network during peak
commuter hours. Frustrated commuters often resort to cutting
through communities to bypass congested roads or overloaded
intersections. Usually in a hurry to get to work or home, commuters
often ignore local street speed limits. The result is an ever increasing
number of concerns from neighbourhood areas over safety and
quality of life issues.

Introduction
Residents who live in these communities perceive a constant
threat and danger to children playing outdoors, while others fear
increased auto exhaust pollution, higher road noise, and potential
for hazards to walkers, joggers and bicycle riders. Such concerns
often lead neighbourhood residents to request remedial measures
from the authorities individually and, as the frustration level elevates,
more serious and drastic actions are demanded immediately in an

1.1

ways to help restore neighbourhood streets to a more liveable

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 1.2 Purpose
highest priority. When this system begins to fail, neighbourhoods

residential areas is hazardous and can lead to crashes. These crashes

as safety, walking, cycling and aesthetics.
elderly people, pedestrians and cyclists. It has been proven that

engineers it is seen as a series of physical measures designed to

streets. To planners and architects it is seen more as a way of laying

out the local street network and its built environment to reduce
the dominance of motor vehicles and promote local streets as
characteristics of these concerns on a case-by-case basis. Each

on local and residential streets.

outlines these guidelines and procedures which can be used to

develop the optimum solution or solutions to each particular
promoting safety, or preserving or improving the environment, or situation. There are many factors taken into consideration when
encouraging or removing impediments to movement on foot. The

measures, but in the achievement of the objectives of increasing the surrounding internal street network, resident access, speeds

is a generic term used in reference to tools used to change the construction in the nearby area.
horizontal and/or vertical alignments, introduce road narrowing/
build outs, roundabouts, entrance gateways or coloured surfacing
and electronic equipment etc. tackle speeding and speed related crash problems on existing
streets. A review of these issues at any area may indicate that the
design of many streets may be too liberal and is not consistent
with the speed suitable for the surrounding environment. The
over design of streets does not restrict vehicle speed and does

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 The ADM has an integrated hierarchy of roads and streets. These

designates the intended function of the road or street.

problems and are directly responsible for saving people’s lives and
r
“The function of an arterial road is to carry trips of longer
duration, through traffic, and to accommodate significant
should it ever be considered as the ultimate safety measure or an volumes of traffic.”
r
“The function of a collector is to collect and distribute traffic
into and out of a neighbourhood and provide property access”
r
“The function of a local access street is to provide property
the emergency response time at the same time. It is therefore access.
Sometimes motorists can develop a pattern of using a road
each measure for the actual location.
or street in a manner for which was not intended, such as
using a local access street as a through route or travelling
at inappropriate speeds. The purpose of traffic calming is
street layout and landscaping to change the appearance and feel
of the network. This can alter the way drivers perceive the street to restore the intended function and correct motorist
and achieve a reduction in speed without creating resentment behaviours to acceptable community norms. For new land
developments, the Municipality may foresee a potential for
misuse and direct traffic calming measures to be installed
limiting speed they do little to encourage a calm driving culture. as a requirement of development.”
Drivers who perceive they are being slowed down unnecessarily
1.3 Objectives

It is ADM’s primary ambition to establish clear procedures

Seeing the growing rate of crashes due to overspeeding in the where appropriate for its street system, will result in liveable
Abu Dhabi city it has become vital to introduce this document neighbourhoods by lessening the negative impacts of motor
vehicles on local access and internal streets.

internal roads in the city of Abu Dhabi.

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Traffic Calming Guidelines

described below: 1.4 International Experience

r “To promote a safe and liveable environment for residents, 1.4.1

pedestrians, cyclists and motorists on local streets;”
r “Achieving slower speeds for motor vehicles;”
r “Reducing crashes frequency and severity;”
r “To reduce cut-through traffic on local streets;” dominance of motor vehicles in their “Woonerfs” (living areas) in
r “To preserve and enhance pedestrian and bicycle the 1960’s. In the Woonerfs, drivers had to travel at low speeds and
access to neighbourhood destinations;” share street space with pedestrians and cyclists. Residential areas
r “To encourage residents involvement in neighbourhood were split into zones linked only by pedestrian and cycle routes,

for neighbours to interact and to create a positive

community atmosphere) through community of money was spent on environmental enhancement such as block
involvement;” paving and landscaping to create an area that had a pedestrian
r “To provide a process that will address neighbourhood priority feel. The traditional provision of separate footways was

neighbourhood with that of the entire community;” were not widely used in these projects. With the success of these
r “Enhancing the environment.” measures their use spread throughout much of Europe in the
1970’s and early 1980’s. Countries such as Germany and Denmark,
Risk
where concern about environmental and road safety issues were

the Netherlands, Germany and Denmark, environmental issues

calming. Budget allocations for projects have been higher and

emphasis has been placed on using high quality materials together

so heavily relied upon.

Increase Speed Limit

Figure 1.1 Probability of fatal injury or death for a pedestrian colliding with a vehicle (Source:
Road safety manual for decision-makers and practitioners MENARSP)

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their use in some areas mainly as a result of unwelcome (and largely

projects have been successfully implemented and have resulted in

impressive savings in crashes (up to 70%) and reductions in speeds
(up to 15kph).

1.4.3

Figure 1.2 Woonerf Layout

changed the nature of the local street network (street connectivity,
one-way links and so on) on the grounds that accidents were caused
by excessive connectivity in the network. That is, too many streets
within a network were connected to other streets in the network,

volumes are typically less in networks with less connectivity, such

as a limited access network or an organic network.

The approach of changing the network was aimed at removing

Figure 1.3 Bends on the street reduce excessive forward visibility and control
speeds on streets
example, by 1975 some local authorities (particularly in Melbourne
1.4.2 and Adelaide, where grid street patterns are very common) had

mixed success, and in many neighbourhoods the problems were

primarily of installing Speed Tables on streets. A succession of found to be caused by the residents themselves, who did not drive
revisions to regulations between 1983 and 1999 have allowed in a safe manner along their own streets.

calming features that can be used in the UK. Vertical features such More recently, Australia has moved its emphasis to the European
as speed tables have been relied on heavily in many areas (often model of adapting the nature of the street space to reduce vehicle
as crashes reduction projects). There has been a backlash against speeds and to change the appearance of the street, through

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measures such as roundabouts, street narrowings and some vertical

speed control devices. For example, in the City of Launceston in
Tasmania, LATM measures have consisted of kerb extensions/road management tool.

In the City of Marion in South Australia, driveway links, threshold/ Speed tables are generally remedial treatments for problems
perimeter treatments and speed cushions have been installed. on existing streets. They should not be used on new streets. For
new streets the opportunity exists to limit speeds using a variety
of mainly horizontal alignment constraints that are designed to
1.4.4
complement the new environment. The careful positioning of
buildings, landscaping and the materials used can help to reinforce
the need to reduce speed and reduce the dominance of motor
1970’s in places such as, Berkeley, CA, Seattle, WA and Eugene. vehicles.

performance data on speed tables, and reviewed legal issues. Still

integrated with good road layout and landscaping
to change the appearance and feel of a street.
for use on local streets. However, they can be used on collector
streets adjacent to residential land uses and on streets throughout

to use these measures on arterial streets with higher speeds and

1.5 The way forward

by professionals and the community at large. Community

involvement in the development of projects is essential to ensure
that the measures are well accepted by the majority of people.

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2. TRAFFIC CALMING TECHNIQUES

calming techniques generally fall under two categories: physical

and psychological:

Physical:

If motorists can see long straight stretches of carriageway, their

speed may increase. The interruption of sight lines through changes
in the street’s direction or breaking the street into smaller visual units
using techniques such as chicanes and mini roundabouts cause

Techniques management can also reduce driver speeds, for example by closing
certain routes, or by changing priorities at junction.

Psychological:

landscaping or narrowed lanes create the appropriate space for

a relaxed, pedestrian-friendly atmosphere. These psychological
changes give motorists clues that they are no longer on a major

pedestrians and cyclists.

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include chicanes, roundabouts, speed humps, diverters, narrowing,

street connectivity, radar speed monitoring or a combination

unique characteristics of each area in question.

urban streets.

2.1

of measures with some of the common forms described below: -

control overtaking.
the width and psychologically change the character of the road.
Gateways: Combinations of natural or man-made features at the
Techniques such as carriageway narrowing to create bottleneck,
entry to, or exit from, areas where a driver’s expectation changes
roundabouts and medians all decrease width and are all examples
e.g. at the introduction of a speed limit.
of physical methods whereas textured and coloured riding surface
interlocking tiles etc are all examples of methods which induce a
Entry Treatment: A change of surface, alignment or other feature
psychological impact.
at a junction or change of street characteristic.

Overrun Area: Are areas of material that contrast visually and

calming as “the combination of mainly physical measures that
texturally from the normal carriageway surface to create the
appearance that the carriageway is narrower than it actually is
behaviour and improve conditions for non- motorized Roads users.”

Rumble Devices: Are part of the carriageway made of materials

which create a noise or vibration as vehicles pass over. They are a
and safety to neighbourhood streets that have become commuter
useful alerting device before a hazard but may not reduce speeds.
They are generally unsuitable for built up areas and at all times

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should be at least 200 metres from the nearest residential property. Surface Treatment: A change in the colour or texture of a
carriageway, to denote where the character or use of the area changes.
Mini Roundabouts: Used at junctions to break up the route into
Note!

Build-outs: A narrowing of the carriageway constructed on one

side of the street as an extension to the verge or footway.

Pinch-point: Build-outs that introduce restriction on normal traffic not be overestimated. The actual performance of the measures
will depend upon factors such as overall scheme design, driver
direction yield to oncoming vehicles. behaviour and appropriateness of the feature for its particular
location. The designer must evaluate the suitability of the potential
Chicanes: Two or more build-outs on alternate sides of the street,
but not opposite one another. particular method.

Speed Tables: Stretch across the carriageway to reduce vehicle

with the vision of Abu Dhabi Municipality:-
Tables can either stretch from kerb to kerb (full width) or their sides
r “Better accessibility”
r “Creating safer roads”
Speed Cushions: Like speed tables but occupy part of a traffic r “Reducing the impact of traffic”
lane. They can generally be spanned by large vehicles but not by r “Improving air quality”
cars.
Location will be prioritized based on the level of hazard and
Traffic Calming Road Markings: White triangular markings
painted on the road to create a visually narrower lane that
encourages motorists to slow down or method for implementation will be determined by the suitability
of its application for each location.
Variable Message Speed Sign: An Electronic Sign that displays
the speed of an approaching vehicle. These can be linked to warning
lights, signs and photographic recoding equipment. A sign could
give message “reduce speed now”, police speed heck ahead and appropriate for the location for design and implementation.:
driving too fast etc”.

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New Developments Heavy Commercial Vehicles: Should be discouraged from using

Within new developments, opportunities exist for the introduction calming should take into account local business use.

design process.

In Abu Dhabi the Urban Street Design Manual (USDM) provide

fairly straight forward and simple guidelines for new and existing
road once the road hierarchy is established. As a result, the design
of a street layout in a new development may incorporate features
(e.g. through thoughtful design of bends, planting, building layout)

speed tables. It is also possible that during the planning stage

(Development of TIS stage) of the project funding can be agreed

calming on existing streets, when their implementation is likely to

have an impact on the proposed development.

2.2 Design Considerations

into account the needs of all users in the area.

Buses: Buses need to be able to negotiate the routes safely at a

reasonable operating speed.

Pedestrians and Cyclists: Need to be encouraged as alternative

methods of travel to the car.

Emergency Services: To maintain a rapid response time for

emergency services.

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3. STRATEGY AND PROCEDURES FOR THE

USE OF TRAFFIC CALMING ON ABU DHABI
CITY INTERNAL ROADS

Stakeholder support is fundamental to implementation of

consideration of the requirements of all users and development of

Strategy and a consistent approach to deployment.

This section provides guidance including

Procedures for the r

r
projects
r Importance of community involvement
r Impact on and requirements of emergency
services organisations and bus operators

on Abudhabi City City

Internal Roads or along a route to solve a particular problem. While solving

network. A study by the Transport Research Laboratory (TRL) in

diverted into adjacent residential streets, exacerbating problems

is a fundamental feature of a Road Safety Management strategy

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and Road Safety Action Plan. Such a strategy looks at the problems of existing procedures include Detour Approval, Design approvals
of an urban area as a whole and requires a structured systematic

chart has been included in Figure 4.1 of this document for

Strategy for Abu Dhabi produced by the Department of Transport reference.
(DoT) and Road Safety Action Plan of ADM for more details.
3.3 Community Involvement
As part of a strategy to treat whole urban areas, a series of localised
Community involvement is an important part of the process for the
Often these are linked to the introduction of a 30kph speed limit.

residential areas, local population will tend to take a much closer

interest in the design of measures than would be the case with
the wider network. Community involvement is important to

boundaries. The area would be split up into smaller zones where

implementation. In the Netherlands and UK, the process of design
and community involvement is now often regarded as more
important to success than the technical design itself.
a period of time. The sequence of staging could then address the

3.4 Consultation with emergency services organisations

and bus operators
3.2

ADM may, in the interest of the safety and convenience of road

desirable in respect of public roads and streets in their charge. It important that these organisations be consulted.
should be noted that additional procedures must be followed for
3.4.1 Emergency Service access requirements

and detour, then the normal requirement of consulting with the Fire and ambulance services may have particular concerns about
ADP and ADM in respect of such signs must be followed. Examples response times to emergency calls in general or in certain areas.

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Traffic Calming Guidelines

projects may increase concern about response times.

There are also concerns about damage to specialist equipment

increased discomfort for drivers, passengers and patients in

respond to emergency calls.

when designing their projects, in the interests of maintaining

establish a constructive working relationship with these services

process. It may be possible to agree that certain types of measures

(such as speed cushions) that are more acceptable are used on
sensitive routes.

If the emergency services are unsure about new types of

measures then undertaking trials to assess their suitability would
be a positive step. Internal Roads and Infrastructure Directorate
of ADM should monitor response and journey times before and
after the installation of traffic calming and discuss the results with
internal and external stakeholders. It should be noted that bus
lanes and bus gates can form part of the emergency service network.
Please refer to Figure 3.1 for trialling of fire service vehicle in UK.

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4. SELECTION OF APPROPRIATE MEASURES

AND DESIGN GUIDANCE

measures installed are appropriate to the location installed

Selection of
This section provides guidance including:

r
calming measures

Appropriate
r measures
as listed in section 2.1including strengths,
limitations and design considerations to highlight
potential locations where such measures may

Measures and Design 4.1

be appropriate

Selection of Appropriate Measures

Guidance and discomfort. In considering the most appropriate solution to a

problem, alternatives such as review of street connectivity should

project is required to mitigate the problems, careful consideration

should be given to the type of measures that are most appropriate.
While speed tables are relatively cheap to install and maintain
they do little to enhance the local environment and can easily be

could lead to unpopularity with drivers and residents. Projects

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should seek to include elements of enhancement in terms of both

The inclusion of planting and the reduction of excessive forward

visibility can help to reinforce the impression that drivers should be
driving slowly. Projects that incorporate appropriate enhancement
measures are likely to be better accepted by residents and drivers.
Projects using horizontal measures should be promoted more
where appropriate. Vertical measures should only be chosen if no
other suitable measures can be used. This will help to reduce the
risk of their overuse and consequent unpopularity.

Acceptability will be better assured if local residents and

other stakeholders are involved in the design process prior to
implementation.

process

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Traffic Calming Guidelines

SELECTION OF APPROPRIATE TRAFFIC CALMING MEASURES IN RELATION TO

TYPE OF ROAD AND SEVERITY OF HAZARDS EXPECTED

Types of Road
Flow
ADM class: Arterial Collector Local/Access

Arterial Measures Streets and

USDM class: Boulevards Avenues
Access Lanes
USDM:
ADM Tr
“Boulevard”
Calming
High Priority, Mid Priority, Low Priority,
Guidance ref: High Risk Mid Risk Low Risk

Street Connectivity 4.2.1

Tr c Island (refuges) 4.2.3

Collector Distribution
Gateway 4.2.4
UPC USDM Terminology: “Avenues”
Entry Treatment 4.2.4

Overrun Area 4.2.5

Rumble Device 4.2.5

Mini Roundabout 4.2.6

Local / Access Access Build Out 4.2.7

UPC USDM De ion: “Streets” and “Access Lanes” Pinch-point 4.2.7

Chicane 4.2.7

Speed Table 4.2.8

Speed Cushion 4.2.8

Tr c Calming
Figure 4.2 Basic road hierarchy pyramid for internal roads Markings
4.2.9

Variable Message
4.2.10
Speed Signs

Surface Treatment 4.2.11

which can be used on various road categories dependent on
expected hazards and speeds encountered. Note this will be

be determined in the detailed design process.

4.1.1 Benefits and potential Disbenefits

with speeding vehicles and crashes problems and help to improve

safety for pedestrians and cyclists. They can, however, have
potential drawbacks.

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exemption routes for buses and emergency vehicles, and driver

calming projects are summarised below; education and awareness programmes advocating a calm driving
style.

Producing a balanced project

r Reduces vehicle speeds
r Reduces the number and severity of collisions
and casualities
r Lessens residents concern over street safety the potential drawbacks of the project. An acceptable balance
r Reduces the dominance of motor vehicles
r Encourages walking and cycling
r Reduces the feeling of community severance involvement can help to give people the project that matches most
r Can be integrated into enhancement and closely their needs. Advice is given here and in following sections
regeneration projects on the main issues likely to arise and how these can be taken into
account and how potential drawbacks can be mitigated.

r Can cause discomfort for drivers and passengers

particularly those with back or neck problems; to produce a project that pleases everybody. However every
r Can damage vehicles if driven over too quickly
and result in increased maintenance costs;
r Can delay emergency service vehicle response project. It would be inadvisable to proceed with a project that
times and result in damage to their equipment does not have support without having given serious consideration
and vehicles; to alternative solutions.
r Can increase bus journey times;
r Can increase noise and vehicle emissions: – Most people will accept that the prevention of casualties is a higher
usually associated with braking or acceleration
of vehicles and body/load noise for lorries. calmed routes are likely to be encountered on only a short portion
of drivers’ journeys.

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4.2 Design guidance

A brief design advice has been provided in the subsequent chapters.

However the designer should refer to the following documents for
further advice; measures. Street connectivity should be considered with
appropriate community involvement as some local residents may
1. Abu Dhabi Urban Street Design Manual (USDM); have to make longer journeys.
2. ADM Road Design Manual;
3. One of the main problems with the implementation is gaining a

4.2.1 Street Connectivity the rest of the network will also need to be considered. Alternative
routes will need to be able to cope with the additional volumes of
Review of street connectivity should always be considered as

considered for treatment. This is implemented with a prohibition calming project may help to mitigate some of the problems and
of driving over a short length of carriageway, which is enforced by result in a proportion of drivers seeking alternative routes, especially
physical measures such as kerbs and bollards. The location of the at quiet periods of the day.

reverts to suitable alternative routes and the problem is not merely

transferred onto adjacent residential streets. Management Approval process of ADM.

It is possible to exempt certain classes of vehicle (generally cycles, 4.2.2 Safety issues for Priority Junctions
emergency service vehicles and bus services) from the prohibition. General
This can help to remove some of the objections but needs careful
thought about how it will be enforced. A project should therefore Priority junctions are the most common form of junction control
contain self-enforcing engineering measures. Cyclists can be
provided with gaps or bypasses. Demountable bollards can give carefully a high proportion of crashes could occur at these locations.
access to emergency service vehicles. Bus gates can be provided It is therefore important that good design and construction practice
to give access to buses. Close coordination will be required with for both safety and capacity is followed.
other relevant agencies prior to implementing these measures.

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The most common crashes types at priority junctions in Abu Dhabi Consideration for Cyclists
are those involving left turns. Provision of the following features
can help to improve safety at priority junctions: Cyclists are at risk at priority junctions because many drivers fail to
see them due to lack of unobstructed/clear visibility etc. Properly
r Buffer zone (crosshatch) layouts to shelter left turning designed and high visibility facilities should be provided to allow
(refer to Figure 5.3 for example); the cyclists to cross safely through the junction. If possible, a cycle
r Use of double white lining, ribbed markings or coloured lane with a contrasting surface colour together with appropriate
surfacing in conjunction with islands or hatching; cycle logos should be provided. This will help to alert drivers to
r High visibility guardrail and central islands at pedestrian the presence of cyclists. Detailed advice on the provision of cycling
crossing points. These can often be provided in conjunction
facilities is given in the USDM.
with ghost island layouts;
r Measures to reduce approach speeds to the junction;
Consideration for Pedestrians
r High-friction surface on the major road approaches to a
junction;
The provision of facilities for pedestrians at priority junctions should
r Adequate visibility splays for traffic. Care needs to be taken
be carefully considered. Pedestrians should be encouraged to cross
that the visibility splays provided are not too much greater
a minor street at a location where the width is reduced. On major
than the desirable standards indicated in the ADM Road
routes the provision of central refuges or formal crossings can help
Design Manual otherwise drivers may misjudge traffic
the more vulnerable pedestrians to cross. Dished crossings should
speeds;
be provided for pushchairs and wheelchair users. Islands can be
r Replacing problem crossroads junctions with staggered
installed on the minor leg of the major and minor junctions to help
junctions.
pedestrians to cross.
Road safety audits should be carried out on the designs of all new
priority junctions and on existing ones which are being improved 4.2.3
significantly. General

including:

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r Providing a facility for pedestrians and cyclists to

cross a street;
r Housing internal street furniture such as signs
and signal poles (including gateways);
r

vehicle paths in order to reduce speeds;

r Preventing overtaking and reducing speed by Consideration for Pedestrians

Islands should be carefully situated to avoid obstructing access

to properties and thought should be given to the consequences of refuges (See Figure 4.4) can be provided along a length of street
for future maintenance of the street on which they are placed. where pedestrian crossing demand is not concentrated at a single
Adequate street lighting should be provided where islands are to
be installed. Refuges can also be incorporated into the hatched areas of turning
lanes. Where pedestrians are likely to use an island, dished crossing

6mm) should be provided at both sides of the road. The minimum

island, then a substandard one of 1.5m width could be considered.

This may be better than no island at all.

Pedestrians must have adequate visibility of approaching vehicles

and vice versa.

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Consideration for Cyclists

Cyclists can feel “squeezed” at islands where the street is narrowed.

For widths between 3m and 4m a cycle bypass should be provided
where possible.

Signing

Refuges should incorporate signing to indicate which side of the

island drivers and riders should pass. When used on higher speed
routes (85th percentile speeds of 50kph and above) supplementary

conspicuity of the islands.

These signs give drivers better advance warning of the islands and
reduce the likelihood of drivers running into the islands (and the
consequent cost of maintenance). Any signs placed on the islands
should have a clearance of 0.45m from the kerb edge. However any
signage or bollards used should not be of such a size as to obscure
intra-visibility between pedestrians, especially small children and
drivers.

Longer Vehicles

when long vehicles are turning at a junction or access point and

the islands are too close. Similarly if vehicles park close to the
island then this can obstruct the passage of long vehicles. In such
situations drivers of longer vehicles may have to (illegally) pass the
island on the wrong side in contravention of the “keep right” sign.

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Traffic Calming Guidelines

likely to use the road should be provided. Gateways

It may be necessary to check use by abnormal loads and on major Gateways are commonly used on approaches to urban areas or
arterial roads particular attention will need to be given to the development, often in conjunction with a speed limit, or at the
access requirements of trucks, lorries and other HGV’s.
speeding drivers and make them more aware that the road they
Lighting are entering is one where people live. Gateways should be sited
so that they are clearly visible to drivers approaching them for at
least the safe stopping distance appropriate for the 85th percentile
the hours of darkness. Where islands have been provided without
adequate illumination the risk of vehicles colliding with them is

the design of the island to improve its conspicuity in conjunction

good opportunities for landscaping but this should be carried out

4.2.4 Gateways and Entry Treatments General in a way that is sympathetic to the local environment. The advice

Gateways and entry treatments are features which are intended to The USDM gives useful guidance on design.
alert drivers to the fact that they are entering an area that has a
Experience in the Abu Dhabi suggests that more severe gateways
incorporating physical measures can attain speed reductions.
after passing the feature. However the drivers will speed up again after passing them unless
further measures to reduce speed along the length of a road are
Gateways commonly consist of one or more of the following: taken.

r A higher level of signing and street markings

r The use of contrasting surface colour or textures
r Street furniture
r
tables or build-outs
r Hard and soft landscaping

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Traffic Calming Guidelines

Examples of Gateway Features taken from the UK r High quality internal street furniture such as cast iron or
timber bollards, which are used to enhance the feature
and prevent vehicles overrunning the footway. Bollards
and other internal street furniture should contrastin colour
with the carriageway surface and be located a minimum
of 0.5m back from the kerb face (in UK the set back is
normally 200mm and is suffucient). Bollards should
incorporate reflectives strips where appropriate.
Gateway 1. Gateway 2

r Landscaping to heighten the visual impact. This should

not obscure drivers’ and pedestrians’ visibility of each other

r Reduced corner radii and build-outs on the side street.

The corner radii can be reduced to 1-2m. 4m should be
the maximum and 2m or less to be the normal radii or as
specified by the USDM, where large vehicles only street
Gateway 3 Gateway 4 can help to shelter parking and reduce the width of the
Figure 4.7 Examples of Gateway Features taken from the UK
mouth of the junction for pedestrians to cross.

r Speed limit signs if appropriate.

Entry treatments

Entry treatments are normally used in urban areas to indicate the mouth of the junction. They will be more obvious to drivers on the

road into a side street. They commonly incorporate:

r Raised areas of a high quality material, which contrasts

with both the carriageway surface and the footway
surface. These are often raised to the footway level or
dropped kerbs used to provide convenient crossing
points for wheelchair and pushchair users. Appropriate
paving should be provided.

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Traffic Calming Guidelines

major road and will provide an improved crossing opportunity for 4.2.5 Overrun areas and Rumble Devices
pedestrians. However, two-wheeled vehicles turning right into the
side street will have to negotiate any raised feature at an angle and Overrun areas
it is important that the materials chosen are not slippery when wet.
General
attractive and convenient location to cross the mouth of the
junction. It is important that the choice of contrasting materials Overrun areas are areas of material that contrast visually and
does not give pedestrians the impression that they have priority texturally from the normal carriageway surface. Their purpose is
to create the appearance that the carriageway is narrower than it
actually is, and to help reduce vehicle speeds particularly those of
be provided where pedestrians cross the street and elsewhere a cars. Car drivers are discouraged from encroaching into the overrun
minimum kerb upstand of 25mm should be maintained. areas but long vehicles can mount these if necessary.

Examples of Entry Treatments taken from the Overrun areas are commonly used at the following locations:

r
corner radii for smaller vehicles where longer
vehicles must still be catered for
r

overrun area around the central island

r Carriageway narrowing and islands (refuges) – to

vehicles at the edge of the carriageway or

alongside the narrowing.

Height and materials

Figure 4.8 Examples of Entry Treatments taken from the UK

Raising the overrun areas and using rough textured material can

encroaching onto the areas. Care does need to be taken that the

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Traffic Calming Guidelines

raised areas do not de-stabilise two-wheeled vehicles or form trip

hazards in areas where pedestrians may seek to cross a street.

If pedestrians are likely to cross at an overrun area then a path

should be right clear of rough textured material and kerb upstands,
so that pedestrians are less likely to trip.

The overrun areas can be raised from the existing carriageway

and sloped. There are no prescribed dimensions for overrun
areas but a maximum edge upstand of 15mm, with a vertical Figure 4.9 Overrun areas at corner of junction

face not exceeding 6mm, together with a slope angle of 15° is

recommended. The edge upstand can be achieved by using a 16–
19mm radius bull-nose kerb.

Signing and lighting

Road users (particularly cyclists and motorcyclists) need to be able

to see overrun areas clearly in both day and night light conditions.
A solid edge line around these areas can help to alert riders to their
presence. Lighting should allow all users to see the contrasting Figure 4.10 Overrun at roundabout

colours and textures thereby allowing them to choose the correct

therefore they

Figure 4.11 Overrun area at island

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Traffic Calming Guidelines

The strips are generally terminated before the edges of the

carriageway to allow them to drain adequately and allow cyclists
a judder free route. They are generally laid on both sides of the
undivided street. At some locations where they have been installed
on one side of the undivided street only (e.g. on an approach to a
bend etc) there have been complaints that vehicles have driven on
the wrong side of the street in order to avoid them.

Noise
Figure 4.12 Use of inclined overrun areas

If rumble devices are located in the vicinity of residential properties

Rumble Devices
then the noise that they generate can be a cause for concern. If
they are to be located within 200m of a residential property then
General
residents should be consulted over their use. There are international
examples where these measures have been installed close to
Rumble devices are features that create a vibratory or audible
isolated properties and the residents have campaigned for them
to be removed. Similarly there are cases where residents have been
care. They are commonly on the approach to a bend or junction,
consulted prior to installation and have accepted them (despite
at the entry to a built-up area such or incorporated into gateways.
the nuisance) because of their concerns about speed or safety.
Rumble devices consist of a series of raised strips often in yellow
colour that contrasts with the existing carriageway surface (Please
refer to MUTCD for further details).

Dimensions and layout

robust. They are likely to have only a small impact on speeds if used
on their own. However they do increase drivers’ awareness and can
Please refer to the ADM design standards and MUTCD for details
about the dimension of rumble strips.

The spacing between features can be varied. They can be laid in

groups or in a single sequence. Guidance on the use of rumble
devices is given in a variety of reference documents listed at the
end of this document. Particular attention is drawn to MUTCD.

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Traffic Calming Guidelines

Figure 4.13 Termination of rumble devices at edge of carriageway Figure 4.15 Mini roundabouts

Figure 4.16 Turning circles around mini roundabouts

Figure 4.14 Example of Case Study (Source- Road Safety Manual by MENARSP)

4.2.6 Mini-roundabouts high is recommended) and can be overrun by longer vehicles.

Doming should be a maximum of 25mm high if buses turn left at
Introduction the mini-roundabout. Mini-roundabouts are generally installed at
existing 3 or 4-arm priority junctions in order to reduce crashes,
Mini-roundabouts consist of small painted central islands (between vehicle speeds or to relieve queuing on the minor road. They
1m and 4m in diameter) with arrows indicating the direction in are often introduced with a minimum of alteration to the existing
kerb lines in order to keep costs down.
which vehicles are required to proceed around them. Please refer
to Figure 4.15 and Figure 4.16.

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Traffic Calming Guidelines

Note: The use of mini roundabouts is preferred on safety grounds r The introduction of some vehicle entry path
at 3-arm junctions.
out kerb lines or hatching out with white lines on
the approaches;
roundabouts because of their comparatively small size. Because r The provision of high-friction surfacing;
of this, mini-roundabouts should not therefore generally be used r
on streets with 85th percentile speeds greater than 35kph unless narrowing in advance of the approaches
other measures to reduce approach speeds are incorporated into
the design. Care needs to be taken with the positioning of the central island and
approach splitter islands to cater for vehicle turning movements.
Applications
They should be located so that most vehicles can negotiate the
Mini-roundabouts can be used to reduce queues on side streets at central island without having to overrun it where possible. Please
locations where this is desirable. Care is needed that they are not refer to Figure 4.17.

better access from the rat-run route onto the main road network.
Mini-roundabouts should be regarded as a remedial measure to

solution. Where possible, the use of mini- roundabouts should be

exceptional and limited to streets with low speeds. Their use has

calming projects where approach speeds are likely to be lower

than on other roads. In such situations it may be that they have a
lower crashes rate. Further consideration is required to the use of
signing

design procedures undertaken. Crashes

In locations where 85th percentile speeds are between 35kph Mini-roundabouts can reduce the number and severity of crashes
and 50kph the following features should be incorporated into when introduced at existing problem junctions. However, if used at
the design to reduce approach speeds and alert drivers to their sites with a good safety record they could worsen it.
presence:

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Traffic Calming Guidelines

The results of a study in the UK are shown in Table 4.2 The mean of cyclists along routes where mini-roundabouts are proposed,
consideration should be given to alternative forms of junction
control.
speeds are generally lower at mini-roundabouts than at other
forms of junction. A high proportion of crashes involved vulnerable Visibility
road users (pedestrians and cyclists).
As with other forms of roundabout it is important that drivers have

the main road and a hedge or fence line might obstruct forward
visibility. In such cases a forward visibility equivalent to a Stopping

road should be attained (Please refer to ADM design manual for

geometric design for further details).

Table 4.2 Crashes at mini roundabouts (Source: TRL Report 281- Accidents at mini
roundabouts)

Consideration for Pedestrians

Consideration should be given to the provision of pedestrian

crossing facilities at mini-roundabouts. Where controlled crossings

be designed to accommodate pedestrians. The islands should be

constructed in accordance with the guidelines in section 4.2.3
above. Any signs located on the islands should not obstruct the
path or visibility of pedestrians.
Figure 4.18 Illustration of stopping distance in emergency braking

Consideration for Cyclists and motorcyclists

Long Stopping Sight Distances encourage faster driving speeds,

no correlation between SSDs and casualties.

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Traffic Calming Guidelines

Visibility for vehicles at the yield line on this side of the street can
be a problem particularly when the yield line is set back from the
main road kerb edge. It may be appropriate to apply visibility splay get through the narrowing before an oncoming vehicle.
requirements similar to those for priority junctions in this case to
ensure that there is adequate visibility to the right for vehicles
entering the main road from the minor street.

4.2.7
and Chicanes

General Signing and road markings

example “street narrows”). This gives drivers adequate warnings

so that they can slow down to negotiate the feature. If the street Figure 4.19 Signs and Markings at one way road narrowing
is narrowed to a single lane width then yield markings should
Consideration for Cyclists
Consideration should also be given to the use of yield signs to
indicate priorities in situations where the markings alone would Where the street is narrowed, cyclists can feel threatened by motor
vehicles. Drivers may attempt to overtake cyclists where the width
is more than 3m and therefore risk hitting them. Where possible,
cyclists should be provided with a seperate route around the
be obscured by parked vehicles. deflection to avoid this conflict. Please refer to Figure 4.20

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Traffic Calming Guidelines

Critical widths

It should be designed as per the ADM Road Design Manual and

USDM. Please refer to Figure 4.21.

Figure 4.20 Cycle bypass at narrowing

Aesthetics

enhancement of the street environment. The materials, planting

Figure 4.21 Planting at road narrowing
and street furniture (such as bollards) used should be of a
high quality. The advice of planners or landscape architects on
appropriate materials should be sought. This is likely to enhance Build-outs and pinch-point (road narrowings)

project with residents and road users. Build-outs are an extension of the footway or verge into the street.
They can be used for a variety of purposes, including to:
Visibility
r Provide sheltered parking bays
The features should be located where drivers would have clear r Improve visibility at junctions by allowing the
visibility of them. Planting and roads furniture should not obstruct give way markings to be moved forward
the visibility of pedestrians who may be crossing nearby. Similarly r Assist in the formation of gateways and entry
drivers approaching the feature from opposite directions should treatments
be able to see each other and yield (without sudden braking) if r Provide opportunities for project enhancement
necessary. including hard and soft landscaping

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Traffic Calming Guidelines

r Form chicanes and pinch points

r Provide bus boarders two main types of chicane (Please refer to Figure 4 23 and Figure
4 24):

measures such as speed tables and cushions. When two vehicles r Single-way working on roads with between 3,000
are approaching single-way working pinch-points from opposing and 7,000 vehicles per day (controlled by yield
directions, some drivers approaching the yield sign may speed up markings and priority signs)
to get through the gap before the other vehicle arrives, in order r
per day

bus boarders. Please refer to Figure 4.22.

Figure 4.23 Single way working chicanes

Figure 4.22 Pinch point with speed cushion

Chicanes

Chicanes consist of alternating street narrowings (or footway

buildouts) on each side of the road. These induce the horizontal

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Traffic Calming Guidelines

is maintained at a level appropriate to the design speed. Failure to

do so may result in other types of crashes.

If planters are used to provide landscaping at build-outs, care should

be taken that they do not obscure the visibility of pedestrians
(particularly small children) who might cross in that area.

The use of overrun areas (see section 4.2.5) can improve the

raised areas of contrasting material such as cobbles. They are laid in

Figure 4.24 Two way working chicanes such a way as to encourage cars to take a tighter path through the

the overrun strip must be designed in a way that will discourage

cars from mounting it. However, long vehicles can mount the
overrun area to negotiate the chicane. The overrun area should
vehicle speeds. However, chicanes must be designed so that all be conspicuous so that drivers and riders can easily see it. This will
vehicles allowed to use a particular street can negotiate the chicane. encourage them to reduce their speed and take a suitable path
If there are long vehicles using the street then the dimensions will through the chicane although motorcycles can often take a
relatively straight line through the chicane without reducing their
speed.

Speed at Chicanes
for cars and motorcycles.
Table below shows the results of a survey of car speeds at a variety

survey. The single-way working chicanes tend to reduce speeds

street using landscaping and street furniture at the measure can

help to reduce speeds. Care should be taken so that visibility of

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Traffic Calming Guidelines

Speeds at Chicanes Parking

Type of Chicanes Mean Speed 85% SPEED

Single lane working 20-25 25-33 Care is needed with the design of chicanes because parked vehicles
Two way working 25-35 30-40 on their approaches can obstruct them if not regulated correctly.
Table 4.3 Please refer to Department of Transport, UK directive TD 12/97 – Chicane Schemes This can bring the measures into disrepute in areas where parking
restrictions are not self-enforcing or where there is pressure for
Speed between Chicanes parking spaces. On wider streets or roads which can be narrowed
to single-lane working, the chicane can be formed using build-
The speed of cars between the chicanes was analysed from the outs to shelter parking.
same survey as referred to above, and is shown in Table 4.4 below.
Crashes
Speeds at Chicanes

Type of Chicanes Mean Speed 85% SPEED

Crashes at a selection of chicane sites in the UK showed an average
Single lane working 25 30
reduction in injury crashes of 54%. The severity of the crashes
Two way working 33 36

Table 4.4 Please refer to Department of Transport UK, directive TD 12/97 – Chicane Schemes
increase in crashes at a small number of the sites.

There is little published information on how speed varies with the 4.2.8
spacing of chicanes but it is likely to follow a similar pattern to that Cushions
for speed tables (see section 4.2.8 below). General

constructed in a variety of ways. General advice on design,

construction and maintenance issues is given in section 4.2.11.

Types of feature

stretch from kerb to kerb (full width) or their sides can be tapered,
Figure 4.25 Visibility at chicanes finishing before they reach the kerb edge.

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Traffic Calming Guidelines

Figure 4.26 Examples of Speed Tables from Dubai and Abu Dhabi

Flat-top, full width tables can be useful as places for pedestrians to

cross the street. They are particularly useful for people in wheelchairs
and those pushing prams, pushchairs etc. It is important that kerb Figure 4.28 Round top speed table with tapered side

used as pedestrian crossing points (refer to Figure 4.27). The length of speed tables can be varied to suit location. When they
stretch across a junction they are often termed “table junctions”
(refer to Figure 4.29.)

and therefore do not require the provision of additional drainage,

which can save on implementation costs
“Speed cushions” are a narrower form of table that wider vehicles
can straddle (or partially straddle) (refer to Figure 4 30).

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Traffic Calming Guidelines

Spacing

at the feature, the spacing of features is an important factor in

determining the speed between them.

Speed between tables

accelerating and braking at and between features. It should

Figure 4.30 Speed cushions encourage driving at a constant low speed. Good design practice
Size is to space appropriate features as regularly and frequently as
practicable (70m to 100m). Poor design practice is to have features
No minimum or maximum dimensions are currently prescribed for that encourage harsh braking and consequent heavy acceleration
in between (severe features or spacing greater than 120m apart).
important that these features are designed to attain an acceptable
Location
Section 6. It is the combination of height, length and entry or exit
slope (width and side slope for speed cushions) that determines
the speed at which vehicles can travel over them.
speeds are already lowered. Such locations include a junction, tight
Most of the tables constructed on public streets and roads in the bend etc. Where this is not possible advance signing and gateways
UK are at least 3.7m long, to minimise the risk of vehicles grounding or entry treatments Section 6 above would help to alert drivers and
on them. This is recommended as good practice. Speed tables riders to the need to slow down and take care.
on public streets and roads should not be less than 900mm long.
Speed reduction
subsequent parts of this chapter.
Research reports in the UK and Sweden have recorded average
On bus routes the gradient of tables should be no steeper than
about 1:20. There should ideally be a level top of at least 6 metres.
later in this chapter.

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Traffic Calming Guidelines

Signing and road markings reduction and some of the potential drawbacks. Diagrams below
show typical details of the construction of a round-top table.
It is important that drivers and riders are given adequate warning
of vertical features so that they can reduce their speed accordingly. The 3.7m length is designed to minimise the risk of vehicles
Clear, conspicuous signs and road markings can help to do this. grounding on them. However, some vehicles have a lower
Signs should be provided in advance of the features and should suspension and other vehicles have a longer wheelbase, without
incorporate a distance plate if appropriate. If the features are the extra ground clearance of a bus or emergency service vehicle.
greater than 150m apart they should be signed individually. In such instances they can ground even at low speeds. Round-top
tables are generally constructed with tapered sides because they
Although there is no prescribed marking to be placed on the are not suitable places to encourage pedestrians to cross. 100mm
features, they should be marked clearly. This can be achieved in a high round-top tables may result in vehicles grounding on them
number of ways. In the UK triangular markings are required to be and also tend to be criticised by a larger proportion of drivers as
placed on the features. In the Netherlands and Germany a chequer being too severe and exacerbating the potential drawbacks such
marking is commonly used across the whole width of the measure. as discomfort, noise, vehicle damage etc. 50mm high round-top
In Ireland a variety of markings have been used in recent years. It tables are generally perceived as allowing too many vehicles to

themselves that the markings used are clear and unambiguous. They can also exacerbate the noise of lorries. There are some
The signs and markings should be positioned so that parked exceptions to this e.g. on gradients steeper than 1 in 10.75mm high
round-top tables represent a good balance between reducing
provided in case parked vehicles obscure the nearside ones but vehicle speeds and some of the adverse impact of the measures
as outlined above. The same report also indicated that there was
part of a ramp only.
100 mm high ramps. Refer to Figure 4 31 and Figure 4 32. Table 4 3
Round-top tables below shows the results of a survey of car speeds at 75mm round-
top ramps in the UK.
Round-top tables have the cross-Section of a segment of a circle.
The height of the table referred to is the maximum height in the
centre. Most of the round-top tables that have been constructed
on the public road in UK and the Netherlands are 3.7m long and
between 50mm and 100mm high. Shorter tables have been tried

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Traffic Calming Guidelines

Speed of cars at 100mm high round top table Flat-top tables

MEAN SPEED 85% SPEED

(kph) (kph) Flat-top tables consist of a raised section of carriageway with inclined
25 25

Table 4.5 Speed of cars at 75mm high round top speed table
top length of between 2.5m and 3m (excluding entry/exit slopes).
note: speeds have been converted from source information in miles/hour)
Shorter lengths could lead to vehicles grounding. Entry/exit slopes
vary in gradient between 1 in 6 and 1 in 30. The height of features
varies between 50mm and 100mm. Heights greater than 100mm
should not be allowed in Abu Dhabi. Figure 4.3 and Figure 4.32

tables because the entry/exit slope and length of the feature are

Entry and exit slopes steeper than 1 in 10 are little used as they
Figure 4.31 Plan view of round top table
are generally considered to be too severe. Slopes of 1 in 20 and

operators and emergency services, as they perceive it to reduce the

discomfort for drivers and passengers together with maintenance
and repair costs for their vehicles.

of 75mm together with table slopes of 1 in 15 represents a good

Figure 4.32 Cross Section of 75mm high round top table

drawbacks.

Extended length speed tables tend to be located on more sensitive

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Traffic Calming Guidelines

concerns. They have the advantage that they can be positioned

at junctions. Because they are longer, the pitching movements
associated with shorter tables are not as pronounced and
passenger comfort is generally improved. Mean vehicle speeds
increase by around 1.5kph for each extra 6m length (up to 18m),

speed tables are located at junctions, it is common practice to

extend the feature into the side street by around 6m to allow a
car to wait with all four wheels on the raised area. Figure 4.35 and
Figure 4.36 show a typical speed table layout at a junction. Table 4.6.
below shows the result of a survey of car at 75mm flat-top tables in
the UK.

Speed of cars at 10 t top table

ENTRY/EXIST MEAN SPEED 85% SPEED

slope (kph) (kph)
1:10 20 22
1:15 22 25
1:20 25 35
1:25 40 50

Table 4.6 Speed of cars at 75mm high flat top speed table

note: speeds have been converted from source information in miles/hour)

Figure 4.35 Speed table layout at junction

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Traffic Calming Guidelines

Figure 4.37 Examples of Speed Tables coordinated with

pedestrian crossings (signalised and non signalised) in Dubai

Reducing passenger discomfort

Discomfort for drivers and passenger is one of the main drawbacks

Figure 4.36 Flat top table at road narrowing with speed tables. The driving style adopted by the majority of
drivers at these features is to reduce their speed on approach and
Pedestrian crossing points to accelerate once the front wheels of the vehicle have cleared the
ramp. Most of the discomfort is therefore experienced as the rear
wheels traverse the feature. At certain locations (such as one-way
controlled (including zebra crossings) and uncontrolled pedestrian streets or where the table can be constructed with a refuge island),
crossing points to create safer crossing locations. However, it is possible to reduce the discomfort without compromising the
care needs to be taken at uncontrolled crossing points that
the exit gradient of the table to around 1 in 30, whilst maintaining
pedestrians the impression that they have an increased level of the entry gradient at 1 in 15.
priority. In some areas of the Abu Dhabi there have been reports of
Other types of vertical measure
expecting drivers to stop as they would at a controlled crossing
point. There are a variety of other types of vertical measures that have
been tried. Some of these are listed below with references for
further reading. These features are not in widespread use but may
have some limited applications.

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Traffic Calming Guidelines

r Sinusoidal tables – These aim to improve ride quality for Cushions are rarely used in Germany, and are widespread in the UK.
cyclists but their effect is comparatively small and they are
difficult to construct unless available in prefabricated units.
r “H” and “S” tables – this aim to improve the ride quality for be more popular with bus operators and can be considered for use
wider vehicles such as buses and emergency service on bus routes where appropriate.
vehicles. They are more difficult and costly to construct.
Speed cushions and speed tables can produce similar Signing and road markings
benefits
Speed cushions can be signed in the same way as other vertical
Speed Cushions

“Speed cushions” are narrow versions of tables that wider vehicles

can straddle (or partially straddle), thereby reducing some of the markings, the use of a solid edge line around them can help to
highlight them to drivers.
Lorries. The concept originates from Germany where they are
Driver and rider behaviour

At speed cushions, some drivers will attempt to drive in the gaps,

width tables are of little hindrance to cyclists and may be safer. or drive with only one side of the vehicle on the cushion. If the
lateral gap between adjacent cushions is too wide then it will
noted that the buses in question had single (not double) wheels at become attractive for vehicles to drive through this rather than
the rear. This made it easy to discriminate between cars and buses attempt to straddle the cushion. If the gap is too narrow then
in terms of table width. there is an increased risk of vehicles colliding with each other while
negotiating the cushions. Motor cycles can negotiate some speed
Application in Abu Dhabi
between them.
In Germany, large vehicles have a single wheel at each end of the
rear axle; this gives them a much wider inner wheel track width
than cars. The way wheelbase of buses are constructed in Abu Dhabi
reduces some of the potential benefits of speed cushions. In the UAE,
larger vehicles have a double wheel combination on each end of
the rear axle. This reduces the inner wheel track width to be much
closer to that of a car.

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Traffic Calming Guidelines

Cushion Illustration Minimum/Maximum Comments to be considered carefully in conjunction with the type of buses,
Dimension Dimensions
ambulances and fire service vehicles using the route to be treated
Height 65mm – 75mm Vehicles can ground more easily
on narrow cushions
Width Edge to 1.5m – 1.9m Wider cushions tend to reduce
Edge Edge car speeds more The dimensions given in the above (Table 4.7, Table 4.8 and Table
Length 2.5m – 3.5m Longer cushions may be more 4.9) are recommended as practical minimum and maximum
comfortable
Entry/Exit Slope xam 8 ni 1 dimensions for speed cushions.
Side Slope xam 4 ni 1

Transverse Gaps 0.75m min at edge Minimum edge gap for cyclists

1 to 1.2m max at edge Maximum gap needed to

minimise or between adjacent
vehicle speeds between them. For situations where there is regular
the number of vehicles using gap
cushions to avoid the cushion
use by smaller buses and ambulances, 1600mm wide cushions can

Table 4.7 Practical minimum and maximum dimensions for speed cushions
comfort and general speed reduction but they also allow cars to
travel faster.
APPROXIMATE SPEEDS AT CUSHION (kph)

Cushion width (mm) 1500 1600 1700 1800 1900

Wider cushions (1800mm–1900mm) may be appropriate on routes
Mean Speed (kph) 34 30 29 27 25
where larger buses operate and which are not main routes for
85th Speed (kph) 45 42 38 35 32
ambulances.
Table 4.8 Practical width dimensions for speed cushions at various speeds
(note: speeds have been converted from source information in miles/hour)
It is recommended that discussions take place between ADM,
APPROXIMATE SPEEDS AT CUSHION (kph)
emergency services, public transport operators and bodies
Cushion width (mm) 60 70 80 90 100
representing goods vehicles interests (if appropriate) to discuss the
Mean Speed (kph) 34 35 37 38 40
85th Speed (kph) 38 42 43 46 48

Table 4.9 Practical spacing dimensions for cushions at various speeds

(note: speeds have been converted from source information in miles/hour) Typical layouts

Design of Speed Cushions

Care needs to be taken with the design of speed cushions if r Single cushion with single-way pinch-points (controlled by
they are to strike the desired balance between general speed yield markings). These are suitable for roads with flows
between 3,000
emergency service vehicles. The dimensions are critical and need
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and 7,000 vehicles per day and can

accommodate parked vehicles.
See Figure 4.38.

r Pairs of cushions – allow two-way working

but care is needed with the central gap
(1.2m max). These are suitable for roads
5.5m–6.5m wide or where local narrowing is
needed. See Figure 4.39.
Figure 4.39 Two cushions layout

r Three abreast cushions – these are suitable

for wider roads (7.3m–8.5m) and roads with
parking which would obstruct the correct use of
pairs. However these are considered to be
dangerous as compared to two cushions.
See Figure 4.40.

Figure 4.40 Three cushions layout (Not recommended using it on safety grounds)

Figure 4.38 Single cushions layout

Figure 4.41 Cushions with road narrowing

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pedestrians, then the cushions should be staggered slightly from

the islands so that they are not a trip hazard.

Where the carriageway width prohibits the use of islands, then

white line hatching (sometimes with a third cushion in it) can be
used as an alternative to an island.

Parking on the approaches and exits from cushions can prevent

Due consideration needs to be given to parking at the design

Figure 4.42 Cushions with Island
stage and appropriate measures taken to prevent this if it would
cause problems for bus operators or emergency services.

4.2.9
General

which gives motorists the impression that the carriageway is

slow markings, humps and speed regulating strips

Figure 4.43 Parking obstructing correct use of cushions

depend on the width of cushion used, the width of edge and centre
gaps, and the available carriageway width. It may be necessary to

available width and the recommended gaps are not exceeded.

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Usage board, dynamic speed display ((DSDS)) or variable message sign)

is an interactive sign, generally constructed of a series of LEDs, that
The use of solid triangular road markings are generally found in displays vehicle speed as motorists approach. The purpose of radar
advance of particular features and areas which require a reduction speed signs is to slow cars down by making drivers aware when
in vehicle speeds. Such things as Gateways, rural pedestrian
device in addition to or instead of physical devices such as speed
Road markings. It has been shown in the examples below that an tables and cushions.
overall reduction in speeds of 10% has been experienced.
Usage
Examples where the above TCRM’s have been trialled are:-
Radar speed signs are often used in school zones, sometimes in
r Dairy Farm Road (Singapore) conjunction with Safe Routes to School programs, in construction
r Bukit Batok East Avenue 5 (Singapore) zones, or on busy residential streets.
r Eng Neo Ave exit from PIE (Tuas) (Singapore)
r It is widely used in UK. Speed display signs are sometimes used in conjunction with

used on streets that cities do not want to put physical measures

will use these signs to test streets to determine the need for further

Features and Sign Types

Figure 4.45 Examples of other road markings used in Dubai

features. Manufacturers of radar speed signs abound, ranging

4.2.10 Variable Message Speed Signs (Radar Speed Signs) in style and features from a basic inexpensive sign to more
General sophisticated signs with myriad features to help analyze data and
improve results. Pole mounted signs that combine speed display
A radar speed sign (also called a driver feedback sign, radar signs, with variable message capability are often used in school zones,
Vehicle Activated Sign ((UK)), changeable message sign, Your eliminating the trailer’s “footprint”.
Speed sign, radar feedback sign, speed radar sign, radar speed

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Standard signs have stationary block letters that display the words One sample study conducted in Bellevue, Washington found that
“your speed”. More advanced models include variable messages radar speed signs resulted in average speed reductions of from
such as Your Speed, Speed Limit, and Slow Down, which can be 1-5 mph, although some locations resulted in changes upwards
programmed based on motorist speed. of 5.5 mph. In spite of the small average speed reduction, the city
considers the signs to be successful because they have resulted
in a dramatic reduction in the speed of those vehicles that were
signs to be powered via solar energy with rechargeable batteries traveling in excess of the limit, while not interfering with the
included for nighttime operation. Care should be taken in
installation and management of the solar powered signs to avoid below the speed limit. The signs were most effective on streets
internal batteries failing prematurely. . It should be used as the where vehicles weredriving more than 10 mph above the posted
primary source of power supply. speed limit.

Instead of slowing, some speed up to see how high they can get the
focused viewing systems to avoid distractions for motorists in
other lanes, vehicle data collection, programmable software that
instead of displaying the speed. Adding enforcement downstream
allows you to determine sign behavior, and/or access via portable

vandalism prevention measures built in to the signs, such as Lexan

who exceed a designated speed. However, many state, county

Control Devices) which, due to safety reasons, eliminate certain

distracting features like strobe lights and certain color messages.

Studies conducted in the UK, US and Singapore have found radar

speed reductions are generally less than those resulting from

drivers that are exceeding the posted speed.

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r Turning movements into and out of junctions and private

accesses will need to be maintained.

r The functional area of an intersection which is the area

beyond the physical intersection that comprises
decision and manoeuvring distance, plus any required
vehicle storage length.

r Safe access to manholes, access chambers and service

feature near one of these may require a temporary

Figure 4.47 Radar Speed Sign plus posted speed limit sign
closure and signed diversion route before they
can be accessed.
4.2.11 General design, construction and maintenance
issues
r Routine maintenance activities such as gully cleaning
Design channel sweeping and lamp replacement must
be catered for.

section. The designers should use a range of appropriate measures

Signs and road markings
on each project rather than rely solely on one feature such as

calming features, it is necessary to consider a number of issues. It

calming projects are required. These should be located so that
is very important that the materials used are of high quality and
drivers approaching the measures can see them clearly and do
that the construction of the features is to a high standard. The
not have to brake suddenly. Signs should be positioned so that
opportunity to enhance measures through the use of hard and
visibility of them is not obscured, e.g. by parked vehicles. More
soft landscaping should be taken wherever possible. The advice of
landscape architects should be sought where appropriate.
Location of features

must be given to a number of operational requirements:

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Parking
such as street narrowing and chicanes. Cyclists can feel threatened
if they are “squeezed” by motor vehicles, so where possible cycle
narrowing require the removal of parking spaces to operate bypasses should be provided.

parking (see ). In built-up areas, parking can be a very sensitive These are short segregated alternative routes, which allow cyclists
issue and it needs to be addressed at the early stages of a design.
The careful design and selection of features can often minimise
potential problems.
clear them of stones and detritus. If cycle tracks are not regularly
Lighting swept cyclists will not use them.

Illumination of the features in the dark should enable road users

to see the features clearly. It is important for road users to be able

clearly distinguishable both in daylight and night-time conditions.

Improvements to existing lighting should be considered as part of
the project design process. Lighting in accordance with the Abu calming projects. Factors such as the availability of convenient
Dhabi design standards should be provided along the whole of

the measures should be individually lit to this standard. Assistance than onto adjacent residential streets.
should be sought from an experienced street lighting engineer on
these matters. Landscaping and enhancement

Cyclists

soft landscaping into projects. Whilst it is common practice to

because of the reduction in the dominance of motor vehicles. provide planters for this purpose, they are not always appropriate
and their maintenance needs to be considered so that they do
that is closer to the speed of cyclists. Projects do however need not become overgrown. Similarly, lack of attention may result
to be designed to meet cyclists’ needs and should not put them in planters falling into disrepair or the plants dying. Permanent

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planting options should be considered where possible and an

experienced landscape architect should be consulted
Noise

tyre noise. However, there may be localised problems with noise

from vehicles braking and accelerating and truck body/load rattles.

Air quality
Figure 4.49 Build out to provide area for landscaping

Construction materials and maintenance issues

Asphalt and bituminous material

atmospheric conditions. At lower speeds some pollutants increase

Asphalt and bituminous material are the most commonly used
and others decrease. A project that promotes uniform driving
speeds and discourages harsh acceleration and deceleration is
cheap to lay and maintain. They can be pigmented to provide
likely to be of least detrimental in terms of air quality.

also maintenance (as the colour fades in a comparatively short time).

Tyre marks and fuel spillage on the running lanes also discolour the

to be chosen to reduce deformation problems such as wheel track

rutting.

Block Paving

Blocks such as concrete blocks and clay pavers are used to provide
enhancement and improve the aesthetics of features. The clay
pavers provide better colour retention than concrete blocks but can
polish and be slippery when wet and should not generally be used

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in areas where braking or turning movements take place. Blocks

as noticeably in running lanes. Their rougher surface texture and

easily polish (such as granite) should not be used in running lanes

except at very low speeds or away from braking and turning areas.

Block pavers should not be used in the following situations:

r
r Where they will be subjected to a high number of
turning movements by heavy goods vehicles
r Where road gradients are high

Blocks are traditionally laid on a bed of sand. Whilst this generally

works well in pedestrian areas, the forces imparted by vehicles on
ramps has led to problems with the blocks becoming loose and
dislodged into the carriageway. The problems are compounded
by mechanical channel sweepers, which can suck up the sand
from joints and weaken their structural integrity. Some of these
Figure 4.50 Examples of block paving speed tables
problems can be eradicated by setting the blocks in a mortar
mix and mortaring the joints. An experienced materials engineer
Composite constructions

future maintenance problems. Thermoplastic paint markings (often

used to highlight the presence of features such as ramps) do not
materials such as asphalt slopes and block-work tops. Asphalt
adhere well to blocks because the blocks can move individually.
This leads to the thermoplastic breaking up and being removed by

compressing particularly in the wheel tracks. This can leave a “lip”

between the two materials, which can exacerbate noise or form a
potential hazard for two-wheeled vehicles. The existing carraigeway
may have some deformation in the wheel tracks, which could

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Other materials

A variety of other materials such as rubber and concrete sections

as proprietary products from manufacturers.

Figure 4.52 Bitumen based ramp
One of the systems involves the use of a hot applied bitumen
based compound between 10mm and 25mm thick. A pattern can Drainage

in a variety of colours and can accommodate thermoplastic road Additional drainage gullies may need to be provided for some
markings.

r Full width speed tables

of a high quality block work surface without the maintenance r Build-outs, pinch-point and chicanes
problems associated with blocks.

These materials are relatively new so little is known about their

cause localised ponding. Care should be taken that the gullies
longer term durability.
are positioned at low spots and that they are not positioned at
locations where pedestrians cross. The gratings used should be
cycle friendly.

Strengthening of existing road

change the path that vehicles take and the loading conditions for
the carriageway. This can cause localised failure of the carriageway
surface if it is not in good condition and lead to criticism of the
Figure 4.51 Bitumen based on ramp with block pattern

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Traffic Calming Guidelines

calming measure, consideration should be given to the condition

of the existing carriageway and should be strengthened as part of
work if appropriate.

Routine maintenance

need additional routine maintenance such as channel sweeping

and litter collection. This is because road detritus can accumulate

and could discourage cyclists from using features such as cycle by-

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TYPICAL EXAMPLES OF SOME NEW ROAD LAYOUTS

Please see below some examples for reference for the new designs

TYPICAL EXAMPLES
OF SOME NEW ROAD Figure 5.1 T Junction (Priority Junction)

LAYOUTS

Figure 5.2 Staggered Junction Right- Right

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Figure 5.4 Dual carriageway with

layout for sheltered left turn.
right stagger

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REFERENCES

Council, 1991, available at hht://www.ciht.org.uk/en/

publications/standards—advice.cfm

DEPARTMENT OF TRANSPORT CIRCULAR ROADS (Available from

Network Customer Services (Operational Strategy), Roads
Agency, Room 12/3, St Christopher House, Southwark Street,
London SE1,

Tel +44 20 7921 4531

1. 4/90 – 20mph Speed Limit Zones

REFERENCES
2. 2/92 – Road Humps and Variable Speed Limits
3. 2/93 – 20mph Speed Limit Zone Signs
4. 11/93 – Rumble Devices
5. 12/93 – Overrun Areas
6. 13/93 – Gateways
7. 1/94 – VISP – A Summary
8. 2/94 – Entry Treatments

A Code of Practice
10. 4/94 – Speed Cushions
11. 7/94 – “Thumps” Thermoplastic Road Humps

13. 1/95 – Speed Limit Signs – A Guide to Good Practice

14. 2/95 – Raised Rib Markings

16. 2/96 – 75mm High Road Humps

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18. 8/96 – Road Humps and Ground-Borne Vibrations 20. 10/00 – Road humps: discomfort, noise and ground-borne
vibration

Unit, Zone 3/23, Great Minister House, 76 Marsham Street,

London SW1P 4DR Tel +44 20 7944 2478 e-mail: [email protected]. TRANSPORT RESEARCH LABORATORY (TRL) (Details of prices from
uk) the Transport Research Laboratory, Crowthorne House, Nine Mile
Ride, Wokingham, Berkshire RG40 3GA, United Kingdom Tel +44
1. 3/90 – Urban Safety Management Guidelines from CIHT 1344 773131 / +44 1344 770203 email: [email protected])
2. Paper PA2046/91 – Translation of Dutch 30kph Zone Design
Manual
75mm High Humps
Projects. R Windle & A Mackie 1992
The A49 Trunk Road at Craven Arms, Shropshire
Wheeler 1992
20kph zones
Programme. R Windle, A Hodge 1993
6. Speed Control Humps – A Trial at TRL. A R Hodge 1993 Ground-borne Vibrations alongside Speed Control
8. Road Humps for Controlling Vehicle Speeds. D C Webster 1993 Cushions and Road Humps
9. PR 32 – Speed Control Humps – A Trial at TRL
The A47 Trunk Road at Thorney, Cambridgeshire
Gloucestershire 27. TRL Report 245 – Using the TRL Driving Simulator

12. 12/97 – Chicane Projects A track trial at TRL

13. 1/98 – Speed Cushion Projects 28. TRL Report 281 – Crashes at Urban Miniroundabouts
14. 9/98 – Sinusoidal, “H” and “S” Humps
15. 2/99 – Leigh Park Area Safety Project, Havant, Hampshire Literature Review
16. 9/99 – 20mph speed limits and zones
31. PR 85 – Speed Reduction in 24 Villages – Colour Photographs
project at Costessey, Norfolk from the VISP Study by A H Wheeler, M Taylor & J Barker
32. PR 101 – Speeds at “Thumps” and Low Height

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33. PR 102 – Speed Control Using Chicanes –A Trial By TRL, A Sayer (Tel 01660 2511, Fax 01688 0009)
& D I Parry
6100, Fax +44 20 7890 6102)
Control Cushions in York. P G Abbott & S M Phillips 47. A Guide to Road Safety Engineering in Ireland, Department
of the Environment. (Available from Government Publications
Roads alongside sinusoidal round-top road humps
by mail order from Government Publications,
Postal Trade Section,
51. St. Stephens’s Green, Dublin 2, Tel 01 6476879; Fax 01 6476843
OTHER DETR/HA, UK PUBLICATIONS
R.S.349, Dublin, NRA National Roads Authority, St. Martins
37. Manual for Streets, DfT and DCLG, 2007, UK House, Waterloo Road, Dublin 4 (Tel 01 660 2511,
+44 870 600 5522, Fax orders +44 870 600 5533) Fax 01688 0009)
38. Guidance on the use of Tactile Paving Surfaces (Available from 49. Australian Transport Safety Bureau
Mobility Unit, Zone 1/11, Great Minster House, Marsham Street, 50. Safety of vulnerable road users. Paris, Organisation for
London SW1P 4DR. Attitude Surveys: A Literature Review Economic Co-operation and Development, 1998
(DSTI/DOT/RTR/RS7(98)1/FINAL) (www.oecd.org/
dataoecd/24/4/2103492.pdf ).
on Road Chicane Projects 51. Permanent Radar Signs – other Agencies experience Aug 11th
2006
42. TRL Report 362 – The perceived environmental impacts 52. Placing your Radar Sign – Best Practices
53. Changeable Message Signs (CMS) – Eng Policy Guide

Street Route, Shrewsbury

OTHER PUBLICATIONS

45. RS.387A – Speed control devices for residential roads, 1993

(now superseded by this publication). National Roads
Authority, St. Martins House, Waterloo Road, Dublin 4

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