17

Sultanate of Oman I Highway Design Standards 2017

Pedestrian Safety Measures &

Local/Development Access
TABLE OF CONTENT

17.1 FACILITIES FOR PEDESTRIANS 17-1

17.1.1 Introduction 17-1
17.1.2 Sidewalks 17-1
17.1.3 Refuges 17-2
17.1.4 Speed Humps 17-2

17.2 FORMAL PEDESTRIAN CROSSINGS 17-4

17.2.1 General 17-4
17.2.2 Zebra Crossings 18-4
17.2.3 Pelican Crossings 17-4

17.3 PEDESTRIAN FACILITIES AT JUNCTIONS 17-5

17.3.1 Siting of Crossings 17-5
17.3.2 Grade Separation 17-5

17.4 RAILING, LIGHTING AND PEDESTRIANIZATION 17-6

17.4.1 Pedestrian Railing 17-6
17.4.2 Lighting 17-6
17.4.3 Pedestrianization 17-6

17.5 LOCAL AND DEVELOPMENT ACCESS 17-7

17.5.1 General 17-7
17.5.2 Private Accesses for Large Vehicles 17-7
17.5.3 Low Volume Accesses 17-7
17.5.4 High Volume Accesses for General Traffic 17-7
17.5.5 “Culs De Sac” 17-8

17.6 REFERENCES 17-11

LIST OF FIGURES LIST OF TABLES

Figure [Link]: Minimum Pedestrian Envelopes 17-1 Table [Link]: Suggested Warrants for the Provision of
Formal Pedestrian Crossing Facilities 17-4
Figure [Link]: Layout of Parking Adjacent to Junction 17-1
Table 17.2.3: Pelican Crossing Sequence 17-5
Figure [Link]: Typical Layout Offset Crossing Point at
a Junction. 17-2 Table [Link]: Pelican Crossing Timings 17-5
Figure [Link]: Detailed Layout of Rumble Strips 17-2 Table [Link]: Visibility of Pedestrian Crossings to Drivers 17-5
Figure [Link]: Detail of Road Humps with Standard Table [Link]: Min. Dimensions for Pedestrian-only
Dimensions 17-3 Subways 17-6
Figure [Link]: Pedestrian Guardrail showing Staggered Table [Link]: Approximate Turning Radii for
Infil and Sight Gap at Top. 17-6 Listed Vehicles 17-7
Figure [Link]: Low Volume - Private Accesses and
Turn-Outs 17-9
Figure [Link]: Private/Commercial Accesses 17-10
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17.1 FACILITIES FOR PEDESTRIANS [Link] The width provided for sidewalks should be generally free from obstructions; and a minimum width
of pedestrian route between obstructions, such as lamp columns and sign post, should be a minimum of 2m,
17.1.1 Introduction reducing to 1.5m as an absolute minimum in limited situations only. Clear, unobstructed straight lengths of
sidewalks should be provided where possible to assist those who are visual impaired to navigate walking
[Link] The section of the Oman Highways Design Standards covers the range of facilities available to cater routes without confronting unexpected obstacles.
for pedestrians. Walking, it should be noted, is the most environmentally sustainable mode of transport and
should be encouraged wherever possible. [Link] In urban areas sidewalks must be provided on both sides of the street except in the following cases:
n Where pedestrians are prohibited e.g. flyovers, underpasses. However an emergency walkway must be
[Link] Pedestrians travel relatively short distances, yet their potential for being involved in an accident are
provided in case of breakdown
high. When involved in an accident, their chances of being killed or seriously injured are also high. The most
n Where there is no development on one side of the street, e.g. service road running parallel to a primary
vulnerable members of society, the young, old and infirm are also the most likely to be pedestrians, as they do
street where no development will be permitted.
not have free access to cars and often only need to travel short distances. It is essential to consider the needs
of pedestrians in the design of all schemes and to give them equal or greater consideration than other road [Link] Where parking is permitted on the carriageway, it must be easy for the driver and passengers to
users. Typical minimum user envelopes are illustrated in Figure [Link] reach the sidewalk directly from the parked vehicle.

[Link] Typical sidewalk construction details are provided in Section 16 of these Standards.

[Link] The use of small radius curbing at corners can help pedestrians to cross side roads by forcing
vehicles to slow down when turning. It also reduces the width of road to be crossed. Such treatment, however,
should be limited to areas of high pedestrian activity or to areas where roads are lightly trafficked. Care should
also be taken to discourage obstructive parking. Figure [Link] shows a typical layout which inhibits parking on
the corners. The values X and Y on the diagram relate to the visibility requirements for the junction discussed
in Section 6 and sub-section 17.2 of these Standards, where no parking should be permitted. As a minimum,
these values should be X=2.5m and Y=50m.
Figure [Link] Minimum Pedestrian Envelopes
[Link] Caution must be taken when specifying the use of small radius curbing, to ensure that vehicle swept
paths can be accommodated; insufficient radii can lead to overrunning of curbs, particularly by larger vehicles,
17.1.2 Sidewalks
to the detriment of pedestrian safety. Insufficient radii may also lead to turning vehicles impinging on opposing
[Link] Sidewalks should be of adequate width to accommodate the expected usage. traffic lanes resulting in serious safety issues.
The major recommendations on width are:
[Link] In areas where the use of small radius curbs would not be appropriate (low pedestrian flows or large
n 3.5m preferred in major central areas, 2m desirable minimum, with 1.5m as the absolute minimum, where vehicles turning), pedestrians should be encouraged to cross at the narrowest part of the road (see Figure
the sidewalk is alongside the carriageway. [Link]). As shown, the path should ideally be diverted to a refuge set 10 to 15m away from the main road.
n 2m absolute minimum where the sidewalk is remote from the carriageway. Dropped curbs and refuges will encourage people to use the crossing point, and this can be reinforced by the
n 3m absolute minimum at bus stops to accommodate queues and bus shelter. use of deterrent paving such as cobbles or by use of low level planting to block off the straight line path. The
use of pedestrian railing should be considered only as a last resort since it may obstruct sight lines and adds to
These are minimum values and should be increased where large pedestrian flows are expected.
street clutter.

Figure [Link] Layout of Parking Adjacent to Junction

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[Link] At all junctions, caution must be taken by pedestrians crossing the road sides; these paths shall be [Link] At all junctions where pedestrian refuges are provided, checks should be made to ensure that the
visible to vehicles turning without any obstruction. largest vehicle likely to use that junction can do so without overrunning the refuge in any way and that the
body of the vehicle remains clear of the refuge.
[Link] Dropped curbs should be provided to assist pedestrians and those with disabilities, and to encourage
them to use the safest place to cross. The gradient of the dropped curb should not exceed 1 in 12 (Figure SD
17.1.4 Speed Humps
16.04 Section 16).
[Link] Speed humps are useful in areas where large numbers of pedestrians are expected and in residential
[Link] Sidewalks with uneven surfaces in need of repair can present a danger and inconvenience to all
areas in order to calm traffic speeds. Because of the potential damage to vehicles if the humps are hit at high
pedestrians; they are of particular concern to pedestrians who are visually or physically impaired. Any excavation
speeds, they should only be used where:
in the sidewalk should be adequately signed and lit, and a level walking surface should be maintained at all times.
n The speed limit is 60km/h or less
Permanent reinstatements should be made as soon as practical.
n The road is lit such that the humps are clearly visible
[Link] Poorly sited street furniture can prevent full use of the sidewalk and impede visibility. This creates
n The road is not a National, Arterial or heavily trafficked Secondary Route.
particular difficulties for pedestrians who are disabled, particularly those with a visual impairment. Where
possible, equipment such as traffic signal controllers, lighting columns and poles supporting signs should be [Link] Humps may be round topped or flat topped
positioned at the back edge of the sidewalk. Similarly, parking on the sidewalk is highly obstructive and can as shown in Figure [Link]. Flat topped humps should
lead to further hazards by damaging the surface of the sidewalk. In persistent problem areas consideration be used on roads that carry a public bus service, as this
should be given to the provision of bollards to prevent this situation from occurring. At all times the width as type of road hump has less detrimental effect on the
discussed in paragraphs [Link] and [Link] should be taken into account. quality of the ride for bus passengers. Flat topped humps
can also be used for carrying formal crossing facilities as
[Link] Where building works take place adjacent to a sidewalk, appropriate arrangements should be made described later in this Section of the Standards.
to ensure that a safe and level path of adequate width is maintained, even where this means closing part of the
carriageway to create an acceptable route for pedestrians. [Link] Round top humps are suitable for use on
routes where there is no public bus route, and their
17.1.3 Refuges use is primarily to calm traffic to speeds suitable for a
residential neighbourhood.
[Link] Pedestrian refuges (or traffic islands) are a simple and very efficient method of assisting pedestrians
to cross the road safely, they allow pedestrian to concentrate on crossing one stream of traffic at a time, and [Link] For road marking and signing details

create a relatively safe waiting area near the centre of the carriageway and also between traffic lanes where associated with road humps, please refer to Section 19

appropriate in urban areas. of these Standards. Figure [Link] Detailed Layout of Rumble Strips

[Link] Rumble strips formed by the use of non-reflective road studs, should be provided at 50m and 150m
[Link] Refuges should normally be at least 2m wide, preferably 2.5m wide for wheelchairs and pushers.
in advance of the center line of the road hump on both approaches as shown on Figure [Link]. The layout and
The absolute minimum width for a pedestrian refuge is 1.2m wide for a single standing person; below this
spacing of studs are shown in Figure [Link]
width the refuge offers no protection to the pedestrian.
[Link] The noise of vehicles passing over road humps or rumble strips may cause an unacceptable
[Link] To encourage pedestrians to cross at the refuge rather than nearby, low planting or pedestrian
disturbance in areas where residences are close to the highway and this must be taken into consideration at the
railings may be used along the edge of the sidewalk to concentrate crossing movements at the refuge.
design stage.
Pedestrian railings used on the approach to the crossing point must have staggered infill bars and a sight gap
at the top to ensure that pedestrians are not masked from drivers by the railings (See Section 16.6.3). [Link] Rumble strips shall extend over the whole width of one way roads or half the width of two way roads,
including paved shoulders to ensure all approaching traffic receives adequate warning of the road hump.
[Link] A pedestrian refuge on the
minor arm of a junction should preferably [Link] Drainage is an important feature of road humps. Where the road is curbed, the hump should stop
be set back at least 3m from the Stop line. short of the curb to allow drainage to operate as if the hump were not present as shown in Figure [Link]. If
As noted in paragraph [Link] a set back the hump is being used as a crossing point, this is clearly unsafe. In this instance, the hump has to be taken to
of 10 to 15m at new sites is often a suitable the curb face and positive drainage should be provided to ensure that ponding does not occur. If the road is un-
compromise for pedestrians and drivers curbed, then the hump must be graded into the verge as shown.
(see Figure17.1.2.2).
[Link] Reduced height humps of 40mm height may be used on higher speed approaches such as the
approach to a village, however, it is still preferable to use other additional speed reducing features such as
speed limits and possibly yellow bar markings prior to the speed hump. Appropriate signing must be provided
Figure [Link] Typical Layout Offset Crossing Point at a Junction. in advance of the hump to warn drivers.

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Figure [Link] Detail of Road Humps with Standard Dimensions

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17.2 FORMAL PEDESTRIAN CROSSINGS 17.2.2 Zebra Crossings

[Link] Zebra crossings consist of broad bands of white lines across the road, supplemented by pedestrian
17.2.1 General
signs in the verge (and central reserve or refuge if applicable). Drivers are obliged to stop in advance of the
[Link] Formal pedestrian facilities provide pedestrian priority over vehicle for part of the time. Within the zebra crossing when a pedestrian steps onto the broad band area. A typical layout is shown in Figure [Link]
Sultanate of Oman, the following are used: in Section 19 of these Standards.
n Zebra crossings
[Link] Zig-zag lines may be provided, if necessary, to make the crossings more conspicuous and provide a
n Pelican crossings (traffic light controlled crossing not at a road junction) controlled zone around the crossing point giving the following benefits:
n Pedestrian facilities at or closely associated to traffic signal controlled junctions. n No parking or waiting is permitted in the controlled zone. This makes the crossing more obvious to drivers
and improves intervisibility between drivers and pedestrians
[Link] In addition to the formal facilities listed above, the Police are able to give pedestrians priority over
vehicles. The Traffic Police may provide a suitably experienced Officer to control traffic at certain times of the n Overtaking is prohibited within the controlled zone defined by the zig-zag markings
day in certain locations (e.g. outside schools). This arrangement cannot be formalised as it depends on the n They assist in guiding the pedestrians to cross on the crossing rather than in the zig-zag area.
Police having the manpower available. If a significant need arises, the guidelines, presented in this Section 17,
[Link] It is vital that road markings for crossing are kept clear. If the quality of the markings reduces
should be used to assess the form of facility to be provided.
significantly, the crossing may be ignored by drivers to the detriment of pedestrian safety. Regular maintenance
[Link] There are often calls to provide formal crossings at locations where such a crossing is not justified in of road markings is essential.
terms of traffic flows and pedestrian movements. These often arise following an accident where a pedestrian
[Link] The minimum width of a crossing should be 2.4m. An additional 0.5m width may be provided for
is killed or seriously injured. Whilst such cases should be treated sympathetically, formal crossings should
each 125 pedestrians per hour above 600 (averaged over the 4 busiest hours) up to a maximum of 5.0m width.
only be considered at sites where adequate flows exist and positive benefits in the convenience and safety of
pedestrians will be obtained. For example, if a zebra crossing is installed at a site where very few pedestrian [Link] Where the carriageway is more than 10m wide, a central pedestrian refuge should be provided on
cross and where it will not be used for long periods, drivers are likely to become complacent and tend to ignore the crossing.
it to the detriment of road safety.
[Link] Zebra crossings are generally more economic to install than Pelican crossings and have less on-
[Link] Provision of a formal crossing where none existed before, and where accidents have not occurred going running costs. In addition they provide a more responsive solution for the pedestrian who can ‘cross on
previously, may generate new accidents in the form of shunts between vehicles stopping for the crossing. arrival’. However, Pelican crossing would be preferable where:

[Link] It is not intended to have fixed quantitative criteria for the provision of formal crossing facilities in n Vehicle speeds are high, as pedestrians find it difficult to judge the speeds and stopping distances of
Oman. Table [Link] provides a useful guide to support the decision making process, but this must always be approaching vehicles. Zebra crossing should never be used where the speed limit is over 60km/h or where
considered in conjunction with other criteria such as: the speed limit may be less than 60km/h but the road layout is such that speeds in excess of 60km/h are
likely to occur
n Is there substantial community severance?
n A significant number of pedestrians are elderly or infirm
n Is the site adjacent to a mosque, school, home for the elderly, infirm or visually impaired, hospital or clinic,
or in a busy shopping area? n In busy commercial areas or adjacent to a bus or train station where high and continuous pedestrian flows
may cause excessive delays to traffic
n Is there a previous pedestrian accident record?
n Traffic is particularly heavy. Pedestrians may then be unwilling to step onto the Zebra crossing because of
Pedestrian flow per hour (two-way) - P Vehicle flow per hour (two-way) - V PxV 2
Suggested provision the lack of positive control for vehicles
<40 Any flow None or pedestrian refuge n Existing crossing facilities on the particular route are already Pelican crossings; this is especially important
40 to 1100 300 to 500 90 x 10 to 200 x 10
6 6
Zebra crossing where crossings need to be linked to ensure traffic progression.
40 to 1100 400 to 750 > 200 x 106 Divided zebra crossing
40 to 1100 >500 90 x 10 to 200 x 10
6 6
Pelican crossing 17.2.3 Pelican Crossings
>1100 >300 90 x 106 to 200 x 106 Pelican crossing
[Link] Pelican crossings are formal traffic light controlled crossings not at a road junction.
40 to 1100 >750 > 200 x 10 6
Divided pelican crossing
>1100 >400 > 200 x 106 Divided pelican crossing [Link] Pelican crossings control vehicles and pedestrians by means of traffic lights. Conventional traffic
Notes: 1) Pedestrian and vehicle flows are the average of the 4 hours with the highest values of PV2. signals are presented to the driver (red, red+amber, green, amber) except that the red+amber indication is
2) A divided crossing is one where pedestrians cross each half of the carriageway separately replaced by a flashing amber indication making the sequence red, flashing amber, green, amber. During the
Table [Link] Suggested Warrants for the Provision of Formal Pedestrian Crossing Facilities flashing amber period, vehicles must give way to pedestrians already on the crossing

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[Link] Whilst vehicles are shown the flashing amber indication, pedestrians are given a flashing green man [Link] Where the road is over 12m wide, it is desirable to widen the road in order to provide a staggered
indication to warn them to clear the crossing. crossing. Where there is a staggered pedestrian facility, the island should be a minimum of 3m wide. With a
staggered pedestrian facility, the minimum distance between crossings (i.e. the distance between the inside
Period Light Shown to Drivers Light Shown to Pedestrians Action line of studs on each side of the island) should be 4m to reduce the problems of “see-through”
1 Green Red man standing Vehicles have priority
[Link] Where a pelican crossing is sited less than 100m from a signal controlled junction or another pelican
2 Amber Red man standing Vehicles prepare to stop
crossing, it should be linked to that facility to provide efficient operation.
3 Red Red man standing All stop
4 Red Green man crossing Pedestrians have priority

5 Red Green man flashing

Pedestrians on the crossing have priority 17.3 PEDESTRIAN FACILITIES AT JUNCTIONS
Pedestrians not on crossing should wait
Pedestrians on the crossing have priority
6 Flashing Amber Green man flashing
Pedestrians not on crossing should wait
17.3.1 Siting of Crossings
7 Flashing Amber Red man standing Vehicles may move when crossing is clear [Link] In siting Zebra and Pelican crossings, attention should be given to the following points:
Table [Link] Pelican Crossing Sequence n The crossing should not be located immediately adjacent to a priority junction (danger from turning traffic)
n Do not place a Pelican crossing close to a Give Way or Stop line as drivers may mistake the Pelican for
[Link] The full phasing sequences are shown in Period Length of Crossing (m) Time (seconds) junction signals
Table [Link]. 20 to 30 Max
1 A formal crossing close to a roundabout may cause blocking of the roundabout if placed too close to the
7 Min (on gap change) n

[Link] The timings, associated with each of 2 3 (fixed) junction on an exit arm. The roundabout capacity software ARCADY can be used to assess the impact of

these periods, are shown in Table [Link]. such a crossing.

3 2 (fixed)
<6.5 5 [Link] Pedestrians should be encouraged to cross the street away from the immediate area of the junction.
[Link] During the “green man” stage (Period
6.5 to 8.5 6 As shown in Figure [Link], the path should ideally be diverted to a refuge set 10 to 15m away from the main
4), a pulsed tone may be used to indicate priority
4 8.5 to 10.5 7 road. Dropped curbs and refuges will encourage people to use the crossing point. This can be reinforced by
to pedestrians. This should not be used where
crossings are adjacent (e.g. staggered crossings) 10.5 to 12.5 8 the use of deterrent paving such as cobbles or by use of low level planting to block off the straight line path.

since the signal for one crossing could be mistaken 12.5 to 15.0 9 Pedestrian railing should only be used as a last resort since it may obstruct sight lines and adds to street

for the other to the detriment of pedestrian safety. Overlap – 0 or 2 (2 used if clutter.
drivers are failing to stop in
5
time) (may be subtracted [Link] The minimum visibility of the crossing for drivers should be as given in Table [Link] The whole
[Link] A typical layout is shown in Figure from period 6 if used)
[Link] Section 19 of these Standards. As can crossing should be visible, including the areas where pedestrians are waiting to cross.
<7.2 6
be seen, zig-zag lines similar to those used with 7.2 to 8.4 7 Speed limit or 85 percentile Approach Speed (km/h)
Zebra crossings may also be provided for a Pelican 40 or less 50 60 70 80
8.4 to 9.6 8 (Use highest)
crossing serving the same purpose as described in Desirable Minimum Visibility (m) 50 70 90 120 150
9.6 to 10.8 9
paragraph [Link]. 6
Absolute Minimum Visibility (m) 40 55 70 90 115
10.8 to 12.0 10
[Link] The minimum width of a crossing should 12.0 to 13.2 11 Table [Link] Visibility of Pedestrian Crossings to Drivers
be 2.4m. An additional 0.5m may be provided for 13.2 to 14.4 12
each 125 pedestrians per hour above 600 (averaged [Link] It is important that pedestrians must also be able to see approaching traffic. Their view must not be
14.4 to 15.0 13
over the 4 busiest hours) up to a maximum of 5m. restricted by parked or stationary vehicles.
<10.5 1
7
10.5 to 15.0 2
[Link] Where the road width exceeds 15m, a [Link] The design and use of pedestrian controlled facilities at, or closely associated to, roundabouts and
Table [Link] Pelican Crossing Timings traffic signal controlled junctions, is covered in Sections 7 and 8 of these Standard respectively.
staggered layout controlled by separate sets of
signals which could be provided in a single cabinet.
Pelican controllers are available to control dual 17.3.2 Grade Separation
crossings independently. The stagger in the median
[Link] Grade separation of pedestrians from vehicles offers the safest form of crossing facility. Such routes
should preferably be to the right so that pedestrians
must be easy and convenient for pedestrians to use. If the surface route is more convenient pedestrian may
are turned to face the oncoming traffic.
continue to use it to the detriment of road safety.

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[Link] Generally, subways offer less change in level than footbridges because of the minimum 6.5m [Link] Pedestrian railings should be 1.05m
clearance required over carriageways. Pedestrians often dislike subways because of personal security issues; to 1.15m high and set back at least 500mm from
this should be counteracted by making subways light and spacious with good visibility and no hidden corners. the curb. Where this cannot be achieved without
Three types of pedestrian subway cross-sections may be used: the sidewalk being narrowed to less than 1.5m,
1. A wide section, suitable for those situations where a subway forms an extension to a footpath system not measures should be looked into to widen the
less than 5.0m in width carrying large numbers of pedestrians or where for aesthetic reasons the normal sidewalk either away from the carriageway or
section is not considered to be suitable, by narrowing the carriageway. If this cannot be
2. A normal section, suitable for the majority of situations, achieved alternative routes should be considered

3. A narrow section, for situations with small numbers of pedestrians where the normal section could not be for pedestrians away from the narrow section.

justified on cost grounds. [Link] Pedestrian railings used on the approach

[Link] If circular or other shaped sections are proposed, they should circumscribe the rectangular sections to the crossing point must have staggered infill Figure [Link] Pedestrian Guardrail showing Staggered Infil

with dimensions not less than the minimum laid down in this Standard. bars and a sight gap at the top to ensure that and Sight Gap at Top
pedestrians are not masked from drivers by the
[Link] The minimum height and width of subways for pedestrians only are given in Table [Link]. railings.

[Link] Sight distances of 4.0m or more [Link] Railings, used in association with a footbridge or subway can be used to make alternative at-grade
Type of Subway Length of Subway (m) Height (m) Width (m)
should be provided at corners and changes crossings less attractive (See also Section 16 of these Standards, paragraph [Link]).
Wide - 2.6 5
of direction. For calculation purposes,
<23 2.3 3
pedestrians can be assumed to be 0.4m away Normal 17.4.2 Lighting
≥23 2.6 3.3
from an adjacent vertical wall. The visibility
envelope should extend from a height of 1.5m Narrow - 2.3 2.3 [Link] Lighting should be provided at all formal crossing locations in accordance with Section 18 of these

representative of an adult to 0.6m for a child. Table [Link] Min. Dimensions for Pedestrian-only Subways Standards.

Inside corners rounded off to a radius of 4.6m

will meet this criteria. 17.4.3 Pedestrianization

[Link] Pedestrian footbridge design is covered in Section 11 of these Standards. [Link] Some areas or lengths of road have a high level of pedestrian activity, e.g. souks. Such areas may
be suitable for some form of pedestrianization scheme. This allows the pedestrian to have priority in the area
[Link] Access to the subways or footbridges should meet the predominant movements of the potential rather than the vehicle, with the ultimate aim being to ban all vehicles during certain times of the day.
users of that facility. A study should be undertaken of the existing and future possible pedestrian movements
before deciding upon the layout of the subway / footbridge ramps and stairs. The access route should be as short [Link] Depending on the needs to be met, pedestrianization can range from still allowing a limited flow of
and direct as possible. Generally both ramps and stairs should be provided. The dimensional requirements for vehicles (shared space) through to all vehicles prohibited for all or part of the day or on different days of the week.
ramps and stairs are given in Section 11 of these Standards.
[Link] In considering pedestrianization schemes, the following aspects need to be considered:
[Link] Where possible, pedestrians should be shaded from the sun on footbridges. n Alternative routes for local and through traffic
n Residual traffic flow (for shared space schemes)

17.4 RAILING, LIGHTING AND PEDESTRIANIZATION n Access for servicing of premises

n Access for emergency vehicles (fire, police, ambulance), maintenance of suitable fire path
17.4.1 Pedestrian Railing n Sufficient car parking provision within reasonable walking distance.

[Link] Pedestrian railings should only be used in appropriate circumstances to channel pedestrians to a [Link] Where practicable, the preferred arrangement in terms of pedestrian safety is full pedestrianization
crossing point and away from less safe areas. For example, short lengths of pedestrian railing may be erected (all vehicles excluded). This enables a consistent treatment suited to pedestrian usage to be applied over
adjacent to exits from schools, parks and footpaths to prevent children from running straight out onto the the full area. It simplifies enforcement of the scheme by excluding all vehicles (except for maintenance and
carriageway. emergency vehicles. Full pedestrianization can only occur if alternative servicing provision can be provided
(e.g. rear access or delivery by trolley), and on adequate parking provision being available nearby.
[Link] An alternative to the provision of pedestrian railings could be by the use of deterrent paving such
as cobbles or by use of low level planting to block off the straight line path. Pedestrian railing should be used
only when absolutely necessary, since it may obstruct sight lines and add to street clutter, in general.

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[Link] If the area is only to be controlled for part of the day, the scope of the environmental improvements [Link] Table [Link] sets out typical minimum turning radii for various vehicle types for a 180o turn. Note
that can be implemented is limited. A reasonably conventional vehicle route through the area needs to be that these figures are derived from AASHTO Geometric Design of Highways and Streets 2011 and the vehicle
maintained for times when pedestrianization is not in operation. In addition, control of access may be difficult, sizes may not correspond exactly to the vehicle fleet in Oman. The turning radii can be taken as approximate
and enforcement wasteful of police time. If access is limited to certain times of day, moveable barriers or rising and are given for guidance only.
bollards may be used to block the area off at appropriate times of day. If limited access is allowed for certain
classes of vehicle rather than at certain times, this option is not practicable. Design Vehicle Width (m.) Length (m.) Rmin (m.) Rmax (m.) Rmax-Rmin
Passenger Car 1.8 5.8 4.4 7.8 3.4
Bus (rigid) 2.6 12.2 7.5 13.9 6.4
17.5 LOCAL AND DEVELOPMENT ACCESS
Truck (rigid) 2.4 9.2 8.6 13.3 4.7
Intermediate Semitrailer 2.6 16.8 5.2 13.9 8.7
17.5.1 General
Large Semitrailer 2.6 20.9 2.4 14.2 11.8
[Link] The ability of a route to carry traffic at the required Level of Service is affected by the interference to
Table [Link] Approximate Turning Radii for Listed Vehicles
flow brought about by vehicles entering and leaving the traffic stream at junctions of various types. The design
Note : Rmin is the smallest achievable radius for the vehicle. (Normally at the rear wheels)
of junctions, which connect roads is covered in Sections 5, 6, 7, 8 and 9 of these Standards. These junctions
Rmax is the greatest radius needed when making the smallest achievable radius turn.
carry, in the main, significant numbers of vehicles and must do so in such a way that turning, diverging and (Normally at the front of the vehicle.)
merging traffic operates in a safe and disciplined manner. The significance of the table column Rmax-Rmin is that it shows the approximate roadway width
required to accommodate the turning maneuver.
[Link] As vehicles begin and end their journeys, they must generally join or leave the highway. A single
vehicle which carries out such a manoeuvre in an awkward or unsafe way, can affect a stream of traffic on the
[Link] The internal layouts of premises, where numbers of large trucks leave and enter, should be designed
through route. For this reason vehicle access points which connect the highway with traffic generators, either
such that there can be no tail back onto the roadway in the event of one truck having to stop and possibly hold
large or small, must be designed in such a way that their use is safe and not disruptive to traffic flow.
up following vehicles.
[Link] Such traffic generators include:
[Link] The same considerations are important also for access to lorry parks and to bus depots.
n Individual private residences.
[Link] Access to schools should be designed with particular care. If buses are to be used to transport
n Groups of residences around a private drive or courtyard.
children to and from school, the buses should park off road and if possible within the school boundaries. If
n Apartment buildings
other children travelling to and from school are transported by passenger car, then the area where buses enter
n Shopping complex car parks. and emerge from the school and parents drop off and collect their children, should be separated and the bus
n Office and factory car parks. access designed to maintain sight distances for other traffic.
n Leisure facilities
17.5.3 Low Volume Accesses
n Schools
n Hospitals [Link] Access to individual, or small groups of residences are perhaps the most common accesses of this
n Transport and Logistics operations. type. Individually, they carry very small traffic numbers but since they are frequently on the narrower routes,
if through traffic numbers are high; their use can cause considerable traffic disruption.
[Link] Some of these examples generate heavy traffic flows, other only light flows. Some of these accesses
have to cater for large heavy trucks while others carry only private passenger cars. [Link] Figure [Link] shows standards required for accesses of this type.

17.5.2 Private Accesses for Large Vehicles 17.5.4 High Volume Accesses for General Traffic

[Link] The limitations in manoeuvrability of these vehicles and those of each individual site to which [Link] Accesses which carry relatively high peak flows require a higher standard than those which are
access is required, create a situation in which the definition of detailed design guidelines is inappropriate. The subject to low flows. These high flow accesses are again of a lower standard than highway to highway
use of internationally recognised and branded swept path analysis software should be used to identify the junctions. Junction details for accesses of this type are shown in Figure [Link]
capabilities of the vehicle types involved and to ensure that a smooth safe entry and exit can be achieved. The
[Link] Facilities such as major retail centres, fuel filling stations are examples of accesses of this type. Alternative
use of “right in – right out” arrangements should also be considered for this type of access.
acceptable layouts for access to a filling station on a high standard dual carriageway are also presented in Figure
[Link]

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[Link] Accesses of this type require to be integrated into the road network to the extent that they operate
at a similar level of service to the highway to which they are connected. A blockage on an access of this type
can back up quite quickly and cause a problem on the through route.

[Link] The lane width and turning radii should be in keeping with the road to which they are connected.

[Link] High volume accesses may need direction signing on the through route and beyond. In extreme
cases road markings or even the provision of dedicated approach and exit lanes may be appropriate.

17.5.5 “Culs De Sac”

[Link] These roads, known also as “Dead Ends”, or “Courts” are access roads which are open to other
roads at one end only. Design controls to limit the length of such roads and to provide adequate turning
provision at the end which is not open to the highway network are necessary.

[Link] Such roads may provide access to either residential or commercial developments. The design
standards for such roads and their junctions with the rest of the road network will depend upon the type
of development they are constructed to serve. In either case, the turning arrangements at the closed end
must make provision for the vehicles expected to access the properties adjacent to the road, and service and
emergency vehicles which may have cause to visit these properties.

[Link] These turning arrangements can take the form of either turning circles (roundabouts), “hammerheads”
or “spikes”. Examples of these basic shapes are shown in Figure [Link]

[Link] Long dead end roads should be avoided. This is because excess length can result in unduly high
traffic levels at the open end and the junction with the outside road network. In many countries, both normal
and emergency services express their dislike of at long dead end roads on the grounds of inefficiency and
difficulties in reaching premises without undue delay.

[Link] For these reasons, such roads should be kept to a maximum length of 750 m.

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Ministry of Transport & Communications . DGRLT
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Figure [Link] Low Volume - Private Accesses and Turn-Outs

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 Sultanate of Oman I Ministry of Transport & Communications . DGRLT Pedestrian Safety Measures & Local/Development Access Highway Design Standards 2017

Figure [Link] Private/Commercial Accesses

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17.6 REFERENCES

1. UK DfT, LTN 1-95, The assessment of pedestrian crossings

2. UK DfT, LTN 2-95, The design of pedestrian crossings
3. UK DfT, TAL02/03, Signal-control at Junctions on High-speed Roads
4. UK DfT, TAL05/05, Pedestrian facilities at Signal-Controlled Junctions
5. UK Government, Zebra, Pelican and Puffin Pedestrian Crossings Regulations and General Directions 1997
(SI No. 2400)

17.11