QIDDIYA AREA DEVELOPMENT

Highways – Basis of Design

Qiddiya
30 March 2020
Notice
This document and its contents have been prepared and are intended solely as information for Qiddiya Area
Development and use in relation to Highways Concept Design
WS Atkins & Partners Overseas Engineering Consultants assumes no responsibility to any other party in
respect of or arising out of or in connection with this document and/or its contents.
This document has 26 pages including the cover.

Document history
Revision Purpose description Originated Checked Reviewed Authorised Date
Rev 00 Concept Design SJA SEB JBH RCR/OIK 30.03.2020

Client signoff
Client Qiddiya Investment Company
Project Qiddiya Area Development
Job number 5194975

Client signature /
date

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Contents
Chapter Page
1. Roads 5
1.1. Introduction 5
1.2. Purpose of this Report 5
2. Roads Design Criteria 5
2.1. Codes and Standards 5
2.2. Road Classification 6
2.3. Carriageway Cross Section 6
2.4. Parking 7
2.5. Bus Bays 8
2.6. Design Vehicle 10
2.7. Horizontal Alignment Criteria 12
2.8. Vertical Alignment 16
2.9. Intersection Spacing 17
2.10. Interchanges 20

Figures
Figure 1-1 - Project Area 5
Figure 2-1 - Bus bays (Source- Saudi MOC Design Manual) 8
Figure 2-2 - Bus Bay on Kerb Side (Source- DOT Abu Dhabi) 9
Figure 2-3 - Design Vehicle (Source- AASHTO) 12
Figure 2-4 - Road Hierarchy 13
Figure 2-5 - Design Super Elevation Rates (Source- Saudi MOC Design Manual) 15
Figure 2-6 - Widening for Horizontal Curve (Source- Saudi MOC Design Manual) 16
Figure 2-7 - Realignment of Intersection (Source- Saudi MOC Design Manual) 18
Figure 2-8 - Inscribed Circle Diameter (Source- JRDM) 19
Figure 2-9 - Acceleration Length (Source- Saudi MOC Design Manual) 20
Figure 2-10 - Entrance Terminal Tapper Type (Source- Saudi MOC Design Manual) 22
Figure 2-11 - Entrance Terminal – Parallel Type (Source- Saudi MOC Design Manual) 22
Figure 2-12 - Exit Terminal – Tapper Type (Source- Saudi MOC Design Manual) 22
Figure 2-13 - Exit Terminal – Parallel Type (Source- Saudi MOC Design Manual) 23
Figure 2-14 - Distance Between One-Way Ramp (Source- Saudi MOC Design Manual) 24

Tables
Table 2-1 - Road Classification 6
Table 2-2 - Carriageway Cross Section 6
Table 2-3 - Parking Dimension 7

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Table 2-4 - Minimum Headroom Clearance 8
Table 2-5 - Design Vehicle 10
Table 2-6 - Design Speeds 12
Table 2-7 - Stopping Sight Distances 14
Table 2-8 - Grades 16
Table 2-9 - Crest Vertical Curve “K” Values 17
Table 2-10 - Sag Vertical Curve “K” Values 17
Table 2-11 – Intersection Spacing 18
Table 2-12 – Minimum Inscribed Circle Diameter 19
Table 2-13 - Deacceleration Length for exit Terminals with flat grade 2% or less 20
Table 2-14 - Value of Ramp Design Speed Related to Highway Design Speed 21
Table 2-15 - Nose Length off Ramp 23
Table 2-16 - Nose Length On Ramp 23

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1. Roads
1.1. Introduction
Qiddiya City is envisioned as an entertainment hub serving Riyadh and other cities of the Kingdom
of Saudi Arabia. The development comprises various land use types including retail, food and
beverage, entertainment, residential, office, and others. The project will be built 45 km from
downtown Riyadh, with a total area of 364 square kilometres as shown in the Figure 1-1 below.

Figure 1-1 - Project Area

1.2. Purpose of this Report

The purpose of this report is to summarise the design basis that has been used for Concept
masterplan development for roads within Qiddiya Area Development.
This document serves to ensure that all parties involved in the design of the development maintain
a clear and common understanding of the design criteria, and to ensure that the outcomes from the
design process are consistent with the project vision and governing standards.

2. Roads Design Criteria

2.1. Codes and Standards
The following are the key Technical Standards and Specifications used in the proposed design
criteria:
 Highway Design Manual, May 1992, Ministry of Communications (MOC), The kingdom of Saudi
Arabia;
 The ‘American Association of State Highway and Transportation Officials' - Policy on Geometric
Design of Highways and Streets (AASHTO) – 2011;

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  Kingdom of Saudi Arabia (KSA) Ministry of Municipalities and Rural Affairs (MOMRA) car park
design standards;
 Abu Dhabi DOT Standards & Specifications for Parking Design,30th June 2014;
 Abu Dhabi DOT Standards & Specifications for Bus Stop Design standard,2nd March 2012;
 Jeddah Road Design Manual (JRDM), January 2014;

2.2. Road Classification

The characteristics of each existing road have been reviewed against the classifications of the road
shown in the Table 1.03.1 and Table 1.02.3 of MOC design manual. The MOC manual classifies the
Road into following categories shown in Table 2-1 below.

Table 2-1 - Road Classification

Sl. No. Roadway Classification

1 Freeways
2 Arterial
3 Collector
4 Local Road

2.3. Carriageway Cross Section

The proposed road cross sections have been developed in accordance with MOC Highway Design
manual section 1.06 and AASHTO 2011 as shown in Table 2-2 below.

Table 2-1 - Carriageway Cross Section

Roadway Median Lane Shoulder (m) Cross

Width Reference
Classification (m) Inner Outer slope
(m)
1.2-
Freeways 3 - 6.6 3.65 >3.0 1.5%
2.4

Arterial 3-6 3.65 0.5 2.5-3.0 1.5% MOC Section

1.06 and
Collector 1.2- 6 3.65 0.5 1.25 -2.0 1.5% AASHTO
2011
Local Road - 3.35-3.65 - 0.5 1.5%

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 2.4. Parking
The Parking Dimensions and minimum headroom clearance are shown in table 2-3 and 2-4 below.

Table 2-1 - Parking Dimension

Bay Dimension Dimensions(m) Reference

Length 6.5m, width

Parallel Parking MOMRA Standard
2.5m

Length 5.5, width

Angled Parking MOMRA Standard
2.6 m

Aisle Lane width One/Two way Reference

MOMRA standard
adopted, except for one-
way aisle lane width of
Parallel Parking 4.5/6.0 m
4.5m recommended.
MOMRA requirement is
3m.

Angled Parking,
5.5/8.0 m MOMRA Standard
60 degree

Angled parking,
7.0/8.0 m MOMRA Standard
75 degree
Perpendicular parking,
7.5/8.0 m MOMRA standard
90 degree

Ramps Requirement Reference

MOMRA standard
Widths (straight ramps) 3.66m

MOMRA standard
Widths (curved ramps) 4.9m

MOMRA standard
Gradient Range 10-13%

Entry and Exit Kerb 5.5m inner and MOMRA standard

Radii 10.4m outer

Other Criteria Requirement Reference

Maximum length for 8 parking spaces

MOMRA standard
dead end aisles max.

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 Table 2-1 - Minimum Headroom Clearance

Minimum Headroom Clearance (m)

Vehicles
Vehicle Height (m) Reference

Passenger car 2.3 MOMRA standard

As per Abu Dhabi

Service Truck 4.5 Department of
Transport (AD DOT)
Standards

Large vehicle 5.5 As per MOC standard

2.5. Bus Bays

Bus bays shall be located along outside of travelled way or adjacent to a directional island for a
safe loading and unloading of passenger for all type of roads as per Saudi MOC road design
guidance, and Abu Dhabi DOT bus stop design guidance, as shown in Figure 2-1 and 2-2 below.

Figure 2-1 - Bus bays (Source- Saudi MOC Design Manual)

Remarks- The bus Taper can be reduced to 6m on low speed lanes as per Jeddah Road Design
Manual Fig 8.3

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 Figure 2-1 - Bus Bay on Kerb Side (Source- DOT Abu Dhabi)

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 2.6. Design Vehicle
The design vehicle adopted is as per AASHTO 2011 within the Qiddiya Project area. Table 2-5
shows the different category of vehicle for Roads in the project.

Table 2-1 - Design Vehicle

Minimum
Design Centreline Minimum
Roadway Overall Design
Type Turning Inside Radius
Classification Length(m) Turning
Vehicle Radius (m) (m)
Radius (m)

WB-15 Freeways 16.77 13.72 12.50 5.2

WB-15 Arterial 16.77 13.72 12.50 5.2
WB-12 Major Collector 13.87 12.16 10.97 5.88
SU-9 Local Road 9.14 12.73 11.60 8.60
Remarks- SU-12 Bus will be used on the local road leading to hotel and bus parking/ lay by
area.WB-12 is used on all the Arterial roads and collector roads and will be further checked as per
vehicle strategy within the project site subjected to client requirement.

Design Vehicle- SU-9

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 Design Vehicle- SU-12

Design Vehicle- WB-12

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 Design Vehicle- WB-15

Figure 2-1 - Design Vehicle (Source- AASHTO)

2.7. Horizontal Alignment Criteria

2.7.1. Design Speed
The design speed is the maximum safe speed that can be applied for any given roadway class. The
design speed establishes the road design elements, which includes horizontal and vertical
alignments and sight distance requirements.
Design speed adopted within the project area are as per Table 1.02.3 of MOC design manual. The
Road network in the project area are classified as Freeways, Arterial, collector and Local Roads.
These are documented in Table 2-6 below. The emerging Road Hierarchy Plan for the development
is shown in Figure-2-4 below and subject to ongoing development during the Concept Design
Phase
Posted speed for all the Road in the project is adopted as 85 th percentile of the Design speed
reference from AASHTO-2011-chapter 2 page no 2-57.

Table 2-1 - Design Speeds

Roadway Design Speed Posted Speed

Description Reference
Classification (kph) (kph)
Freeways - 120 100
Outlying/flat Terrain 100 90
Minimal Interruption 90 80
Arterial MOC Table
Considerable 1.02.3
Interruption/hilly 60 50
Terrain
Collector - 60 50
Local Road - 50 40

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 Figure 2-1 - Road Hierarchy

Remarks: - There are four classification of the Roads as shown in Table 2-1. The Road
classification shown in the Road Hierarchy plan Figure 2-4 is as per TIS model which will be further
refined and Updated in further stages.

2.7.2. Stopping Sight Distances

The stopping sight distance is the distance required by a driver, travelling at a given speed, to stop
after observing an object on the road and which may place them, their passengers and vehicle at
risk.
Design criteria adopted for stopping sight distance are as per Table 1.05.1 of MOC design
manual. The below table 2-7 shows the minimum stopping sight distance for the proposed road
classes as per MOC and must be accounted for in developing the road designs.

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 Table 2-1 - Stopping Sight Distances

2.7.3. Design
Speed 40 50 60 70 80 90 100 110 120 130 140
(km/h)
Stopping
Sight
Distance (m) 45 65 85 110 140 170 200 240 280 315 330
Minimum
Super elevation
The rate of super elevation was determined as per MOC Section 1.05 B. The minimum allowable for any design
speed can be computed by

V2
R = ------------
127 (e + f)
where
R= minimum radius of circular curve in meters
V= Design Speed, kph
e = Maximum super elevation rate in meter per meter
f=side friction factor
Super elevation can be calculated from the Fig 2-5 below referred as per MOC figure 1.05.5 and
must be accounted for developing in the road design.

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 Figure 2-1 - Design Super Elevation Rates (Source- Saudi MOC Design Manual)

2.7.4. Curve Widening

The rear wheels of vehicles do not follow the front wheels exactly on horizontal curves and it is
more challenging to steer the vehicle on curves. It is a good practice to increase travelled way
width on curves to compensate for this issue. The following Table shown in fig 2-6 is referred from
Table 1.05.10 of MOC - Saudi Arabia.

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 Figure 2-1 - Widening for Horizontal Curve (Source- Saudi MOC Design Manual)

2.8. Vertical Alignment

2.8.1. Vertical Gradient
A minimum longitudinal grade is specified to ensure sufficient slope is available for storm water
runoff. The following maximum/minimum gradients shown in table 2-8 below are proposed for the
project roads

Table 2-1 - Grades

Maximum Grade Minimum Grade Reference

Road Name/Type
Desirable Absolute Desirable Absolute
Freeways 3 4 0.5 0.25
MOC
Arterial 3 5 0.5 0.25 Table 1.05.11
& 1.05.12
collector 6 8 0.5 0.25

Local 7 11 0.5 0.25

2.8.2. Minimum Vertical Curve Length:

The minimum length of vertical curve is derived from the following equation:
L = K * A, where L is the length of vertical curve in meters, K is the rate of change of the vertical
curve and A is the tangents algebraic difference. For details, reference be made to Section 4, page
149, MOC – KSA volume 2.

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2.8.3. Vertical Curves
Parabolic vertical crest and sag curves are used in roadway design to provide a gradual change in
road grade for safety and road user comfort reasons. The length of the vertical curve is calculated
based on the algebraic difference between any two successive grades and the rate of vertical
curvature which is related to the design speed.
Coefficient of curvature (k) values adopted within the project area are as per table 1.05.3 and 1.05.4
of MOC design manual for crest and sag curves respectively as shown table 2-9 and 2-10 below.

Table 2-1 - Crest Vertical Curve “K” Values

Stopping Conditions
Design Speed (km/h)
K
40 5
50 11
60 18
70 30
80 49
90 72
100 99
110 143
120 194
130 245
140 269

Table 2-1 - Sag Vertical Curve “K” Values

Stopping Conditions
Design Speed (km/h)
K
40 8
50 12
60 18
70 24
80 32
90 41
100 49
110 60
120 71
130 81
140 86

2.9. Intersection Spacing

In urban areas, residential properties, together with the commercial sites, generate significant
demand for both short and long-distance travel. There is a need for frequent access points so that

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 traffic from the local network may cross, join and leave the main roads.so, the junction spacing for
each road class should be develop in accordance with MOC Section 1.07 G as shown in table 2-11
below.

Table 2-1 – Intersection Spacing

Roadway
Spacing(m). Reference
Classification
Arterial 500 MOC
Collector 150 MOC
Local Road 150 MOC

2.9.1. Grade Intersection

Intersecting angle for three leg, T and four leg Junction shall be between 85 degree to 115 degree
as per MOC figure 1.07.11 shown in Fig 2-7 below.

Figure 2-1 - Realignment of Intersection (Source- Saudi MOC Design Manual)

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2.9.2. Roundabout
The minimum inscribed circle diameter provided in the Table 15-1 and Figure 15-3 as per Jeddah
Road Design Manual (JRDM), January 2014 is shown in Figure 2-8 and Table 2-12 below

Figure 2-1 - Inscribed Circle Diameter (Source- JRDM)

Table 2-1 – Minimum Inscribed Circle Diameter

Design Vehicle Typical Minimum ICD(m)

Passenger Car 16
Single Unit Truck 29
Bus 31
WB-12 27
WB-15 31

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 2.10. Interchanges
2.10.1. Interchanges Spacing
The interchange is designed to avoid erratic and unsafe driver behaviour and for maximum
operational safety for the given traffic. This can be done with the application of some basic
Interchange Design Principle and appropriate signing that is compatible with projected traffic. The
normal interchange spacing required as per MOC manual section 1.08 B is 3km in urban areas for
High speed traffic. However, the spacing can be reduced as per the Fig no 1.03.8 in MOC manual
depending on the volume of traffic

2.10.2. Acceleration and Deacceleration

The acceleration and deceleration lengths will be applied in accordance with the following sections
from MOC highway design manual in the figure 2-9 below.

Figure 2-1 - Acceleration Length (Source- Saudi MOC Design Manual)

Table 2-1 - Deacceleration Length for exit Terminals with flat grade 2% or less

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 Highways Design speed of Exit curve km/hr
2.10.3. D
Design Speed Stopping
(km/h) Condition
25 30 40 50 60 70 80 e
si
50 76 60 56 46 - - - - g
60 96 80 76 66 48 - - - n
70 114 102 98 86 70 54 - -

80 132 122 118 106 92 80 60 -

90 152 142 138 128 118 106 84 60

100 168 160 156 148 138 126 104 82

110 182 176 172 164 154 140 120 100
Speed (Ramp)
The ramp speed and radius will be applied in accordance with the following sections from MOC
highway design manual table 1.08.1 as shown in Table 2-14 below

Table 2-1 - Value of Ramp Design Speed Related to Highway Design Speed

2.10.4.
Approach Roadway
Design Speed 60 70 80 90 100 110 120 130 140
(km/h)
Des 50 60 70 80 80 90 100 100 110
Ramp
Design Min 40 40 40 50 50 60 60 60 70
speed Km/hr
Correspondi Des 90 110 160 190 250 310 340 380 440
ng Horizontal
curve (m) Min 30 30 50 60 70 90 130 130 160

Ramp Grade
 Ramp Grade shall be maximum of 6 percent according to MOC manual section 1.08
 Where ramp traffic consists of a large percentage of truck and busses, maximum
grade shall be limited to 4 percent in accordance of MOC section 1.08

2.10.5. Taper Entrance and Exit Lengths

The Taper/Parallel type entrance and exist will be applied in accordance with the following
sections from MOC highway design manual shown in the Figures 2-10,2-11 and 2-12 below.

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 Figure 2-1 - Entrance Terminal Tapper Type (Source- Saudi MOC Design Manual)

Figure 2-1 - Entrance Terminal – Parallel Type (Source- Saudi MOC Design Manual)

Figure 2-1 - Exit Terminal – Tapper Type (Source- Saudi MOC Design Manual)

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 Figure 2-1 - Exit Terminal – Parallel Type (Source- Saudi MOC Design Manual)

2.10.6. Nose Length

The nose length provided in the Table 2-15 and Table 2-16 is as per international standard.

Table 2-1 - Nose Length off Ramp

Nose Length (m)

Main line Design
Tapper Parallel
speed (km/hr)
One lane Two lane One lane Two lane

80 50 65 50 65

Arterial 90 60 80 60 80

100 70 90 75 90

100 70 90 70 90

Freeways 120 80 100 80 100

140 90 115 90 115

Table 2-1 - Nose Length On Ramp

Nose Length (m)

Main line Design
Tapper Parallel
speed (km/hr)
One lane Two lane One lane Two lane

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 80 50 50 50 -

Arterial 90 50 50 50 -

100 50 50 50 50

100 115 115 115 115

Freeways
120 115 115 115 115

140 115 115 115 115

2.10.7. Ramp Terminal Spacing

Successive ramp terminals shall be spaced to allow drivers sufficient and safe manoeuvring length and
to have adequate space for signing. The spacing will be applied in accordance with the following
sections from MOC highway design manual shown in the figure 2-14 below.

Figure 2-1 - Distance Between One-Way Ramp (Source- Saudi MOC Design Manual)

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Appendices

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