Sultanate of Oman.

Highway Design Standards 2010

3
Road Cross Sections
and Capacities

3.1 Traffic Flows, Capacities And

Levels Of Service 3-1
3.1.1 Introduction 3-1
3.1.2 Dual Carriageway Roads 3-1
3.1.3 Single Carriageway Roads - Rural 3-3
3.1.4 Single Carriageway Roads - Urban 3-5

3.2 CROSS SECTIONAL PARAMETERS 3-5

3.2.1 General 3-5
3.2.2 Cross Section Information By Design Group 3-17
3.2.3 Utilities In The Road Corridor 3-17
3.2.4 Vertical Clearance to Structures 3-17
3.2.5 Horizontal Clearances - General 3-17
3.2.6 Clearances to Overhead Electrical Transmission
Lines 3-17

3.3 references 3-19

List of Figures Table 3.1.2.4: Service Volume Adjustments Applicable
to Dual Carriageway Flows 3-3
Figure 3.2.2.1: Rural National Route - Dual Carriagway with
Service (Distributor) Road - Design Group A2 3-7 Table 3.1.3.1: Single Carriageway and Multilane Rural Road
Levels of Service 3-3
Figure 3.2.2.2: Rural Arterial Route - Single Carriageway -
Design Group B3 3-8 Table 3.1.3.2: Class 1, Rural, 2-Lane Single Carriageway.
Free Flow Speeds, LoS and Service Volumes 3-4
Figure 3.2.2.3: Urban Secondary Route - Dual Carriageway
with Service (Distributor) Road - Design Group C7 3-9 Table 3.1.3.3: Service Volume Assumptions 3-4
Figure 3.2.2.4: Rural-National & Arterial Routes 3-10 Table 3.1.3.4: Single Carriageway Free Flow Speed
Adjustments 3-4
Figure 3.2.2.5: Rural-Secondary & Distributor Routes 3-11
Table 3.1.3.5: Reduction in Ave. Travel Speed related to the
Figure 3.2.2.6: Urban-Dual Three Lane National & Arterial
Relative Length of No-Passing Zones 3-4
Routes 3-12
Table 3.1.4.1: Urban Single Carriageway Levels of Service
Figure 3.2.2.7: Urban-Dual Two Lane National & Arterial
Description 3-5
Routes 3-13
Table 3.1.4.2: Urban Single Carriageway Levels of Service 3-5
Figure 3.2.2.8: Urban-Secondary, Distributor & Access
Routes 3-14 Table 3.1.4.3: Examples of Service Volumes
for Urban Roads 3-5
Figure 3.2.2.9: Typical Cut and Fill Sections in Soil
Formation 3-15 Table 3.1.4.4: Base Conditions for Urban Figures in
previous Table 3.1.4.3 3-5
Figure 3.2.2.10: Typical Cut and Fill Sections in Rock
Formation 3-16 Table 3.1.4.5: Lane Utilization Factors for Inclusion in
previous Table 3.1.4.4 3-5
Figure 3.2.4.1: Clearance Envelopes at Structures 3-18
Table 3.2.2.1 A: Basic Cross Section Details for National Routes 3-6
List of Tables Table 3.2.2.1 B: Basic Cross Section Details for Arterial Routes 3-6
Table 3.1.2.1: National and Arterial Dual Carriageway Lane Table 3.2.2.1 C: Basic Cross Section Details for Secondary
Flows for Varying Free Flow Speeds and Levels of Service 3-1 Routes 3-6
Table 3.1.2.2: Dual Carriageway Free Flow Speeds, Levels Table 3.2.2.1 D: Basic Cross Section Details for Distributor
of Service and Service Volumes 3-2 Routes 3-6
Table 3.1.2.3: Flow Speed Adjustments from Base Conditions Table 3.2.2.1 E: Basic Cross Section Details for Access Routes 3-6
– Dual Carriageways 3-2
Table 3.2.6.1: Clearances to Transmission Lines (m) 3-17
 Sultanate of Oman. Highway Design Standards 2010

Road Cross Sections and Capacities

3
3.1 Traffic Flows, Capacities And Levels Of Service

3.1.1 Introduction 3.1.2.2 Table 3.1.2.1 applies to high standard roads operating free of influence from the effects of junctions or
other conditions which would affect traffic speeds or volumes. It sets out the observed relationships between
3.1.1.1 This Section sets out:
maximum lane density, minimum running speeds, maximum service flow rates and resulting volume/capacity
1) The current Level of Service concepts as they apply to dual and single carriageway roads, linking ratios for Levels of Service A to E for a range of Free Flow Speeds and under ideal conditions. Further explanation
these where possible with lane density, speeds and maximum service flow rates. of the terms used in the column headings is set out in the notes below the table.
 2) Adjustments to be made to these flows and speeds to account for variations in geometry and other
conditions. Dual Carriageway National and Arterial Routes (link conditions with no junction effects)
Max Density Maximum Speed Max Service Flow Rate
(Consideration of items 1 and 2, together with knowledge of the road classification and Table 1.2.1.2 A to E in LoS Max V/C ratio
(pc/km/lane) (km/h) (pc/hr/lane)
Section 1 enables a choice of Design Group to be made for any particular design situation.)
FFS = 120 km/h
3) The cross sectional dimensions of each of the Design Groups. A 7 120.0 0.35 840
4) The cross sectional attributes such as Utilities considerations and the vertical and horizontal B 11 120.0 0.55 1320
clearances required. C 16 114.6 0.77 1840
D 22 99.6 0.92 2200
3.1.1.2 Levels of Service (LoS): Current practice indicates that levels of service should be considered in relation
E 28 85.7 1.00 2400
to the configuration of the road being considered, hence separate LoS definitions are given for both dual and
FFS = 110 km/h
single carriageway roads. The tables in this sub-section are derived from information contained in the US TRB
A 7 110.0 0.33 770
Highway Capacity Manual 2000 (Metric Edition). It should be noted that the figures set out in these tables relate
B 11 110.0 0.51 1210
to a set of specified standard conditions. The figures set out must be adjusted to take account of prevailing
C 16 108.5 0.74 1740
conditions which may differ from these standards. These standard conditions are termed “Base Conditions”. The
D 22 97.2 0.91 2135
necessary adjustment factors are set out in the following sub-sections.
E 28 83.9 1.00 2350
FFS = 100 km/h
3.1.2 Dual Carriageway Roads
A 7 100.0 0.30 700
3.1.2.1 Generalized Level of Service definitions for these roads are: B 11 100.0 0.48 1100
C 16 100.0 0.70 1600
 a) Free flow conditions. Drivers are able to travel at speeds controlled only by the design geometry of
D 22 93.8 0.90 2065
the road, their own preference, the capabilities of their vehicle and any enforced speed restrictions.
E 28 82.1 1.00 2300
Ability to manoeuvre and change lanes is unaffected by other traffic.
FFS = 90 km/h
 b) Free flow conditions although the presence of other vehicles is noticeable. Drivers may have to
A 7 90.0 0.28 630
take note of other traffic in making manoeuvres and changing lanes. Minor disruptions are easily
B 11 90.0 0.44 990
absorbed without speed changes.
C 16 90.0 0.64 1440
 c) Free flow may be impaired by other vehicles from time to time. Travel speeds may be reduced from
D 22 89.1 0.87 1955
time to time. Ability to manoeuvre and change lane impaired by presence of other traffic. Minor
E 28 80.4 1.00 2250
disruptions can give rise to local disturbance and possible interruption of flow.
Table 3.1.2.1 N
 ational and Arterial Dual Carriageway Lane Flows for Varying Free Flow Speeds
 d) Flow is impaired by traffic density. Ability to manoeuvre and change lanes is restricted. Only very and Levels of Service
minor disruptions can be absorbed without causing significant breakdown of flow and queuing.
Notes:
 e) Unstable operation at or very near to capacity. Vehicles operate with minimal headways necessary 1) O
 verall levels of service are dependent upon link, entry and exit ramps and mainline weaving
for maintaining uniform flow. Ability to manoeuvre and change lanes is severely restricted. Even sections
minor disruptions cannot be absorbed and cause queues to form reducing Level of Service still 2) pc/km/lane = Passenger cars per km per lane
further. 3) V/C ratio = Flow volume to available capacity ratio
 f) Forced or breakdown flow. Demand exceeds theoretical capacity causing queues to form upstream. 4) pc/h/lane = Passenger cars per hour per lane

This reduces demand downstream of any notional disruption or random situation to provide Level 5) F
 FS = Free Flow Speed, ie. The average speed of vehicles on a section of road, under low volume
conditions when drivers tend to run at their desired speeds and are not constrained by control
of Service E downstream until some further disruption occurs. Traffic speeds are very low. delay. (In the absence of other information base condition free flow speed can normally be taken
as 85% of design speed).

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 Ministry of Transport & Communications . DGRLT

Road Cross Sections and Capacities

3.1.2.3 Table 3.1.2.2 shows service volumes for Levels of Service A to E for lower standard two and three lane Adjustment Required
dual carriageways running through a range of terrain types, and under the specific operating conditions shown Condition Base Condition FFS Adjustment
Variation
at the base of the table. Reduction (km/h)
Median Divided carriageways - 0.0
1
Service Volumes (veh/hour) No Median Undivided carriageways - 2.6
FFS (km/h) No. of Lanes Terrain
LoS A LoS B LoS C LoS D LoS E 3.6 m. 0.0
Level 1200 1880 2700 3450 4060 3.5 m. 1.0
2 Rolling 1140 1800 2570 3290 3870 3.4 m. 2.1
Mountainous 1040 1640 2350 3010 3540 2 Minimum lane width 3.6 m. 3.3 m. 3.1
100
Level 1800 2830 4050 5180 6100 3.2 m. 5.6
3 Rolling 1710 2700 3860 4940 5810 3.1 m. 8.1
Mountainous 1570 2470 3530 4520 5320 3.0 m. 10.6
Level 960 1510 2190 2920 3520 3.6 m. 0.0
2 Rolling 910 1440 2090 2790 3360 3.0 m. 0.6
Mountainous 830 1310 1910 2550 3070 2.4 m. 1.5
80 Minimum right shoulder
Level 1440 2260 3290 4390 5290 Consider 1.8 m. 2.1
lateral clearance between
only 1.2 m. 2 lane – 3.0
3 Rolling 1370 2160 3140 4180 5040 edge of travel lane and
3 1.8 m TOTAL
the nearest obstacle or “ 3 lane – 2.7
Mountainous 1250 1970 2870 3830 4610 lateral
object that influences traffic
clearance 0.6 m. 2 lane – 5.8
Table 3.1.2.2 Dual Carriageway Free Flow Speeds, Levels of Service and Service Volumes behaviour.
“ 3 lane – 4.5
Notes: Operating condition assumptions are:
0 m. 2 lane – 8.7
1) Highway with 100 km/h FFS has 5 access point/km.
“ 3 lane – 6.3
2) Highway with 80 km/h FFS has 15 access points /km.
3) Lane width 3.65m. 0 0.0
4) Shoulder width > 1.8 m. 6 4.0
5) Peak Hour Factor 0.88
4 Access point density No. of access points per km. 12 8.0
6) 5% Trucks
7) All drivers are regular users of the road. 18 12.0
8) Level terrain - Road related earthworks insignificant. Sight distances as governed by terrain are generally long and 24 or more 16.0
unobstructed.
5 Weather and visibility In areas noted for frequent heavy rain or fog, take local advice
9) Rolling terrain - Natural slopes frequently rise above and fall below road grade. Occasional steep slopes offer some
restriction to normal horizontal and vertical alignment. Table 3.1.2.3 Flow Speed Adjustments from Base Conditions - Dual Carriageways
10) Mountainous terrain - Changes in elevation of the ground relative to the road are abrupt and significant.
3.1.2.6 It should be noted that, where the actual condition exceeds the base condition for any of these base
3.1.2.4 The Free Flow Speeds and Service Volumes shown in Tables 3.1.2.1 and 3.1.2.2 should be modified to conditions, the adjustment for the base condition itself should be used.
account for variations in the assumed base conditions. The conditions to be taken into account in FFS corrections
Adjusted free flow speed is given by:
are the existence or otherwise of a median, minimum lane width, lateral clearances from the edge of the running
lanes, the number of access points and the weather and visibility conditions.These factors together with necessary FFSA = FFSB – AM – AL – AC – AA - AW
adjustments are indicated in Table 3.1.2.3. Where : FFSA = Adjusted free flow speed

3.1.2.5 It should be noted also that service volumes remain largely independent of FFS for Levels of Service FFSB = base free flow speed

of C and above. This may be relevant to the designer, therefore only at and beyond the design year unless AM = Adjustment for median condition
design Levels of Service of D or below are chosen. The design year Levels of Service for compliance with these AL = Adjustment for lane width
Standards are set out in Table 1.2.2.1 in Section 1 of these Standards. AC = Adjustment for lateral clearance
AA = Adjustment for access point density
AW = Adjustment for frequent poor visibility and weather conditions

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 Sultanate of Oman. Highway Design Standards 2010

3.1.2.7 Direct adjustment of flow rate and service volume to take into account the minimum distance between
Road Cross Sections and Capacities
3
2 Lane Single Carriageways
interchanges, traffic mix, driver characteristics (in terms of the percentage of drivers who are regular users of the
facility) and terrain can be made from Table 3.1.2.4. Class 1 Class 2 Multilane

LoS
Major Inter Town Routes, Access and local Routes. Major
Condition Base Condition Adjustment Required
Arterials and daily commuter routes through mountainous
(Includes divided carriageways and undivid-
routes. Roads on which or difficult terrain.
For closer spacing consider weaving flow ed single carriageway multi-lane roads)
Minimum interchange spacing 3.5 km. drivers expect to travel at Drivers do not necessarily ex-
see current TRB Highway Capacity Manual relatively high speeds. pect to travel at high speed.
Driver characteristics For DPF = 0.5 Traffic able to travel at its desired
All are regular users. DPF = 1
(Driver Population Factor) allow 10% reduction speed. Average speeds of 90 km/h.
Passing demand is below passing Traffic speeds may fall to 80
Convert demand to equivalent pcu figure Free flow conditions. Virtually no effect from
Traffic mix Passenger cars only capacity and platoons of 3 or more ve- to 90 km/h but drivers are
from design year traffic mix other vehicles. Minor disruptions to flow are
A hicles are rare. Drivers are delayed for not delayed by slow moving
easily absorbed without changes to travel
no more than 35% of their travel time platoons for more than 40% of
Terrain Level (grades <= 2%) See service volumes in Table 3.1.2.2 speeds.
by slow moving traffic. Max. two way their travel time.
service flow rate of up to 490 pcu/h is
Table 3.1.2.4 Service Volume Adjustments Applicable to Dual Carriageway Flows possible.
Running speeds of 80 km/h (slightly
3.1.3 Single Carriageway Roads - Rural more in level terrain) are possible.
Traffic speeds may fall below Free flow but presence of other vehicles is
Passing demand is significant and
80 km/h. Drivers are not de- noticeable. Average speeds as for LoS A but
3.1.3.1 Different criteria are applicable to rural and urban single carriageways. These are treated separately in equal to passing capacity at lower
B layed by slow moving platoons drivers have less freedom to manoeuvre.
boundary of Level B. Drivers can be
the following paragraphs: for more than 55% of their Minor disruptions are easily absorbed but
delayed in platoons for up to 50% of
travel time. with a slight and noticeable effect.
their travel time. Max two way flow
3.1.3.2 Rural single carriageway Level of Service definitions are shown inTable 3.1.3.1. Such single carriageways rate of up to 780 pc/h is possible.
are considered as either Class 1 or Class 2 two lane roads or as multi lane roads. Average speeds can exceed 70 km/h
even though passing demand exceeds
The influence of other traffic is marked. Abil-
3.1.3.3 Class 1 Rural single carriageways are those on which drivers expect to travel at relatively high speeds. passing capacity. Traffic flow is stable
Speeds may fall below 70 ity to manoeuvre is affected. For FFS>80km/h
but susceptible to congestion due
The road classifications which can be expected to fall into Class 1 are, National, Arterial and Secondary Routes C to turning traffic and slow vehicles.
km/h. Drivers are not delayed speeds reduce somewhat. Minor disruptions
for more than 70% of their cause serious local deterioration in service -
in flat or rolling terrain. In some instances a Distributor Route in flat or rolling terrain might also be considered Drivers can be delayed behind slow
travel time. queues form behind any significant disrup-
moving traffic for up to 65% of their
as a Class 1 single carriageway subject to the judgment of the Designer and the agreement of the Overseeing tion.
travel time. Max two way flow of up to
Authority. 1190 pc/hr is possible.
Unstable traffic flow in which turning
3.1.3.4 Class 2 Rural single carriageways are those on which drivers do not necessarily expect to travel at high vehicles and roadside distractions
speed. The road classifications which can be expected to fall into Class 2 are Access and Distributor Routes and cause major “shockwaves” to the flow
pattern. Passing demand high but
Secondary Routes in mountainous terrain. Speeds may fall below 60 Ability to manoeuvre is severely restricted
passing capacity approaches zero as Speeds may fall below 60
km/h. Drivers are not delayed due to traffic congestion. Travel speeds are
the two traffic streams start to operate km/h. Drivers are not delayed
3.1.3.5 Multi-lane rural single carriageways have more than one continuous lane in each or either direction. D for more than 85% of their reduced.
separately. Platoon sizes of 5 to 10 for more than 85% 0f their
travel time Only minor disruptions can be absorbed
Single carriageways with a climbing lane are not considered as multi-lane roads for the purpose of the application vehicles common and drivers can be travel time
without extensive queues forming.
delayed for 75 to 80% of their travel
of the definitions in Table 3.1.3.1.
time. Average speeds of up to 60km/h
can be achieved. Max two way flow
of up to 1830 pc/h possible.
Critical flow conditions. Passing is Unstable flow at or near capacity of the
virtually impossible and drivers can road. Vehicles operate with min headways to
be delayed behind slow moving traf- maintain uniform flow, - densities vary with
fic for up to 80% of their travel time FFS. Disruptions cannot be readily dissipated
Drivers are delayed for more
E average speeds under ideal conditions causing queues to form – service deterio-
than 85% of their travel time.
may drop below 60 km/h and 40km/h rates to LOS E. For roads - FFS between 70
on sustained upgrades. Max. two-way and 100 km/h, mean speeds at capacity are
flow of up to 3200 pc/h is possible. from 65 to 90km/h but highly unpredictable
(max capacity for the road) and variable.
Heavy congestion with Forced or breakdown flow. Arrival rate
Heavy congestion with demand
F demand exceeding flow exceeds discharge or when demand exceeds
exceeding flow capacity.
capacity. capacity. Operation within unstable queues.
Note: Ideal (base) conditions are for level terrain, 3.6m. lane widths, 2.0m shoulders, 20% no passing zones,
access point density 5/km, trucks - 14% (rural) 2% (urban).
Table 3.1.3.1 Single Carriageway and Multilane Rural Road Levels of Service

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 Ministry of Transport & Communications . DGRLT

Road Cross Sections and Capacities

3.1.3.6 It is seen that the ability of faster vehicles to overtake slower ones is fundamental to rural single
Adjustment Required
carriageway Level of Service definitions. Ref Condition 1 Base Condition Variation FFS Adjustment
Reduction (km/h)
3.1.3.7 Table 3.1.3.2 sets out Class 1 Rural 2-lane single carriageway service volumes for Levels of Service A to
Shoulder width excess of 1.8m. 0.0
E for various terrain types. This table is illustrative only as it is founded upon the assumed base conditions set
1.2 to 1.8m. 2.1
out in Table 3.1.3.3. Variations to these base conditions must be taken into account when projecting LoS service Lane width 3.65m.
0.6 to 1.2m. 4.2
volumes for individual design cases (See Tables 3.1.3.4 and 3.1.3.5).
0 to 0.6m. 6.8

FFS Service Volumes (two-way vehs/hour) Shoulder width excess of 1.8m. 0.7
Terrain
(km/h) LoS A LoS B LoS C LoS D LoS E 1.2 to 1.8m. 2.8
Lane width 3.3 to 3.65m.
Level 260 490 900 1570 2680 0.6 to 1.2m. 4.9

110 Rolling 130 260 710 1490 2500 0 to 0.6m. 7.5

1
Mountainous 40 160 310 610 1410 Shoulder width excess of 1.8m. 1.7

Level 260 490 900 1570 2680 1.2 to 1.8m. 3.8

Lane width 3.0 to 3.3m.
100 Rolling 130 260 710 1490 2500 0.6 to 1.2m. 5.9
0 to 0.6m. 8.5
Mountainous 40 160 310 510 1410
Shoulder width excess of 1.8m. 3.5
Level n/a 490 900 1570 2680
1.2 to 1.8m. 5.6
90 Rolling n/a 260 710 1490 2500 Lane width 2.7 to 3.0m.
0.6 to 1.2m. 7.7
Mountainous n/a 160 310 510 1410
0 to 0.6m. 10.3
Level n/a n/a 490 1420 2680
0 0.0
80 Rolling n/a n/a 280 1100 2500
6 4.0
Mountainous n/a n/a 180 870 1410 Number of access points per
2 12 8.0
Level n/a n/a n/a 490 2680 km.
18 12.0
70 Rolling n/a n/a n/a 280 2500
24 16.0
Mountainous n/a n/a n/a 180 1410
3 Weather and visibility In areas noted for frequent heavy rain or fog - take local advice
Table 3.1.3.2 Class 1, Rural, 2-Lane Single Carriageway. Free Flow Speeds, LoS and Service Volumes
Table 3.1.3.4 Single Carriageway Free Flow Speed Adjustments
Note: Lane widths of less than 3.65 m on National, Arterial and Secondary Routes are NOT recommended. Lane widths of
less than 3.0 m on other routes are NOT recommended.
Service Volume Assumptions for Table 3.1.3.2
Directional split 40/60 3.1.3.8 In addition to the adjustments set out in Table 3.1.3.4, allowance should be made for the prevalence of
Level terrain 20% no-passing zones (see Table 3.1.3.5) the directional split of traffic flows, the combined effects of gradient degree
No passing zones Rolling terrain 40% and length, and the proportion of heavy trucks in the traffic mix.
Mountainous terrain 60%
Two Way Reduction in Speed (km/h)
Trucks 14% for the following No-Passing Zones (% of length of section)
Demand Flow
Small vans/4x4’s 4% Rate (pc/h) 0% 20% 40% 60% 80% 100%
Table 3.1.3.3 Service Volume Assumptions 200 0 1.0 2.3 3.8 4.2 5.6
400 0 2.7 4.3 5.7 6.3 7.3
600 0 2.5 3.8 4.9 5.5 6.2
800 0 2.2 3.1 3.9 4.3 4.9
1000 0 1.8 2.5 3.2 3.6 4.2
1500 0 0.9 1.4 1.8 2.2 2.6
2000 0 0.8 1.0 1.4 1.6 1.8
2500 0 0.8 1.0 1.3 1.5 1.7
3000 0 0.8 0.9 1.1 1.1 1.3
Table 3.1.3.5 Reduction in Ave. Travel Speed Related to the Relative Length of No-Passing Zones
Note: The lack of apparent trend in the average travel speed reductions stems from the fact that travel speed is related also
to flow rate. Hence the reductions shown are against a varying base speed. The figures are based on observation and are not
subject to theoretical considerations.

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 Sultanate of Oman. Highway Design Standards 2010

3.1.3.9 For more information on traffic capacities and levels of service, the reader is directed to the US TRB
Road Cross Sections and Capacities
3
Service Volumes (vph) Road Class
Highway Capacity Manual Metric Measurement Edition Ref 2. Lanes Parameter
A B C D E I II III IV
Class l Signal density (sigs/km) 0.5 2 3 6
3.1.4 Single Carriageway Roads - Urban 1 N/A 740 920 1010 1110 Free Flow Speed (km/h) 80 65 55 45
2 N/A 1490 1780 1940 2120 Cycle length (secs) 110 90 80 70
3.1.4.1 The Level of Service definitions for urban single carriageways are shown in Table 3.1.4.1
3 N/A 2210 2580 2790 3040 Effective green ratio 0.45 0.45 0.45 0.45

4 N/A 2970 3440 3750 4060 Adj. Sat. flow rate 1850 1800 1750 1700
LoS Level of Service Description
Class ll Arrival Type 3 4 4 5
Free flow at average travel speeds which are about 90% of FFS. Vehicles unimpeded by others on the road. 1 N/A N/A 620 820 860 Unit extension(s) 3 3 3 3
A
Control delay at signal intersections is minimal.
2 N/A N/A 1290 1590 1650 Initial queue 0 0 0 0
Reasonably unimpeded operation at average travel speeds usually about 70% of FFS. Ability to manoeuvre only Other delay 0 0 0 0
B 3 N/A N/A 1920 2280 2370
slightly restricted. Control delay at signal intersections is not significant.
Peak hour factor 0.92 0.92 0.92 0.92
4 N/A N/A 2620 3070 3190
Stable operation. Ability to maneuver more restricted. Longer queues at signal intersections. Average speed
C %lefts - %rights 10 10 10 10
about 50% of FFS. Class lll
Left-turn lane Yes Yes Yes Yes
Small increases in flow begin to cause substantial increases in delay and decreased travel speed. Average 1 N/A N/A 600 790 840
D Lane utilization factor See Table 3.1.4.5
travel speeds are about 40% of FFS. 2 N/A N/A 1250 1530 1610
Table 3.1.4.4 Base Conditions for Urban Figures in previous Table 3.1.4.3
3 N/A N/A 1870 2220 2310
E Significant delays and travel speed of about 33% of FFS.
4 N/A N/A 2580 2960 3080 Traffic in Lane
Lane Group No. of Lanes Most Heavily Utilisation
F Extremely low travel speeds of between 33% and 25% of FFS. Congestion and queues at junctions. Class lV
Movements in Lane Group Trafficked Adjustment
1 N/A N/A 270 690 790 Lane (%) Factor
Table 3.1.4.1 Urban Single Carriageway Levels of Service Description
2 N/A N/A 650 1440 1520 1 100 1

3.1.4.2 The Service volume is the maximum hourly rate at which vehicles can be expected to pass along a 3 N/A N/A 1070 2110 2180 Through or shared 2 52.5 0.952

uniform segment of highway, under assumed specific (base) conditions while maintaining a designated level of 4 N/A N/A 1510 2820 2900 3 36.7 0.908

service. Table 3.1.4.3 Examples

 of Service Volumes 1 100 1
Exclusive left turn
for Urban Roads. (Subject to the 2 51.5 0.971
3.1.4.3 Urban roads are considered in 4 Classes depending upon the Free Flow Speed which is comfortably Conditions in Table 3.1.4.4) 1 100 1
Exclusive right turn
attainable. These are shown in Table 3.1.4.2 which sets out also the average travel speed attainable for each such 2 56.5 0.885
urban road class under Levels of Service A to F. Table 3.1.4.5 Lane Utilization Factors for Inclusion in previous Table 3.1.4.4

Parameters
Single Carriageway - Urban Routes (km/h) 3.2 Cross Sectional Parameters
Class l Class ll Class lll Class IV
FFS Range 90 to 70 km/h 70 to 55 km/h 55 to 50 km/h 55 to 40 km/h 3.2.1 General
Typical FFS 80 km/h 65 km/h 55 km/h 45 km/h
LoS Average Travel Speed (km/h)
3.2.1.1 Sub-section 3.2 presents the cross sectional information for road design in the Sultanate by Design
Group in tabular form (Table 3.2.2.1A to E), indicating principle cross section provision and dimensions.
A >72 >59 >50 >41
B 56>72 46>59 39>50 32>41 3.2.1.2 This is supplemented by three visual renditions of a selection of cross sectional treatments in Figures
C 40>56 33>46 28>39 23>32 3.2.2.1 to 3.2.2.3 representing particular Design Groups.
D 32>40 26>33 22>28 18>23
E 26>32 21>26 17>22 14>18
3.2.1.3 In addition to the above mentioned tables and perspective drawings, typical cross sectional information
is presented in graphical form, detailing basic cross sectional parameters for a range of conditions. These stylized,
F <=26 <=21 <=17 <=14
indicative diagrams are presented in “half sections”, and “full sections”, and are self explanatory (see Figures
Table 3.1.4.2 Urban Single Carriageway Levels of Service
3.2.2.4 to 3.2.2.8). A final pair of cross sections indicates standard side slopes and ditch treatments for soil and
3.1.4.4 Service volumes for urban roads are highly dependent upon the base values assumed for the range of rock conditions and are presented as Figures 3.2.2.9. and 3.2.2.10. Further information on geotechnical issues of
variables which affect their performance. Table 3.1.4.3 shows values for service volumes for Levels of Service A cut and fill slopes, protection and stabilization, can be found in Section 14 (14.3.3 and 14.3.4) of these Standards.
to E under a defined set of base conditions. These perspectives have used computer generated backgrounds which are not meant to represent any specific
location in Oman, rather they are meant to broadly characterize prevailing rural and urban conditions for illustrative
3.1.4.5 The base conditions for the service volumes in Table 3.1.4.3 are set out in Table 3.1.4.4.
purposes.

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Road Cross Sections and Capacities

Normal Desirable Min. Corridor Normal Desirable Min. Corridor

Min. Min.
Desirable Desirable Median Median verge strip width required Desirable Desirable Median Median verge strip width required
Reserved Reserved
Route No of Min. Right Left Width Width Sidewalk width Possible (Excluding Route No of Min. Right Left Width Width Sidewalk width Possible (Excluding
Land Land
Classification Design No of Lanes Lane (outer) (inner) (Separation MINUS Left Width (shoulder curbside Service Roads, Classification Design No of Lanes Lane (outer) (inner) (Separation MINUS Left Width (shoulder curbside Service Roads,
Right Right
by Terrain Group cwys in Each Width Shoulder Shoulder (m) between Hand (inner) (Min.) or parking Ditches, by Terrain Group cwys in Each Width Shoulder Shoulder (m) between Hand (inner) (Min.) or parking Ditches,
of Way of Way
Type Direction (m) Width Width inner lanes Shoulders (m) footway) provision Earthworks, Type Direction (m) Width Width inner lanes Shoulders (m) footway) provision Earthworks,
Width Width
(m) (m) of dual (m) to SBP or Landscaping and (m) (m) of dual (m) to SBP or Landscaping and
(m) (m)
carriageway) Boundary Future Provision carriageway) Boundary Future Provision

A1 2 3 3.75 3 1.5 15 12 0 2 No 46.90 120 C1 2 2 3.65 2.5 1.2 7.4 5 0 2 No 23.60 80

National Secondary
Rural flat/ A2 2 2 3.75 3 1.5 15 12 0 2 No 39.60 120 Rural flat/ C2 1 1 3.65 2.5 n/a n/a n/a 0 2 No 12.65 50
rolling rolling
A3 1 1 3.65 3 n/a n/a n/a 0 2 No 13.65 120 C3 1 1 3.65 2.5 n/a n/a n/a 0 2 No 12.65 50

A4 2 3 3.75 3 1.5 12 9 0 2 No 43.90 120 C4 2 2 3.65 2.5 1.2 7.4 5 0 2 No 23.60 80

National Secondary
Rural A5 2 2 3.75 3 1.5 12 9 0 2 No 36.60 120 Rural C5 1 1 3.65 2.5 n/a n/a n/a 0 2 No 12.65 50
mountainous mountainous
A6 1 1 3.65 3 n/a n/a n/a 0 2 No 13.65 120 C6 1 1 3.65 2.5 n/a n/a n/a 0 2 No 12.65 50

A7 2 3 3.65 2.5 1.5 10 7 0 2 No 40.90 120 C7 2 2 3.65 2.5 1.2 5 2.6 2 2 No 27.60 80
National Secondary
Urban flat/ A8 2 2 3.65 2.5 1.5 10 7 0 2 No 33.60 120 Urban flat/ C8 1 1 3.65 2.5 n/a n/a n/a 2 2 Yes 16.65 50
rolling rolling
A9 1 1 3.65 2.5 n/a n/a n/a 0 2 No 12.65 80
C9 1 1 3.65 2.5 n/a n/a n/a 2 2 Yes 16.65 50
A10 2 3 3.65 2.5 1.5 7.5 4.5 0 2 No 38.40 120
National Secondary C10 2 2 3.65 2.5 1.2 5 2.6 2 2 No 27.60 80
Urban A11 2 2 3.65 2.5 1.5 7.5 4.5 0 2 No 31.10 120 Urban
mountainous mountainous C11 1 1 3.65 2.5 n/a n/a n/a 2 2 Yes 16.65 50
A12 1 1 3.65 2.5 n/a n/a n/a 0 2 No 12.65 80

Table 3.2.2.1 A Basic Cross Section Details for National Routes Table 3.2.2.1 C Basic Cross Section Details for Secondary Routes

Normal Desirable Min. Corridor

Desirable Min.
Desirable Median Median verge strip Possible width required
Right Reserved
Route No of Min. Left Width Width Sidewalk width curbside (Excluding
Normal Desirable Min. Corridor (outer) Land
Min. Classification Design No of Lanes Lane (inner) (Separation MINUS Left Width (shoulder parking Service Roads,
Desirable Desirable Median Median verge strip width required Shoulder Right
Reserved by Terrain Group cwys in Each Width Shoulder (m) between Hand (inner) (Min.) or provision Ditches,
Route No of Min. Right Left Width Width Sidewalk width Possible (Excluding Width (m) of Way
Land Type Direction (m) Width inner lanes Shoulders (m) footway) at 2.5m Earthworks,
Classification Design No of Lanes Lane (outer) (inner) (Separation MINUS Left Width (shoulder curbside Service Roads, without Width
Right (m) of dual (m) to SBP or width Landscaping and
by Terrain Group cwys in Each Width Shoulder Shoulder (m) between Hand (inner) (Min.) or parking Ditches, parking (m)
of Way carriageway) Boundary Future Provision
Type Direction (m) Width Width inner lanes Shoulders (m) footway) provision Earthworks,
Width Distributor
(m) (m) of dual (m) to SBP or Landscaping and
(m) Rural flat/ D1 1 1 3.50 1.5 n/a n/a n/a 0 2 Yes 10.5 50
carriageway) Boundary Future Provision
rolling
B1 2 3 3.65 3 1.5 15 12 0 2 No 46.90 120
Arterial Distributor
Rural flat/ B2 2 2 3.65 3 1.5 15 12 0 2 No 39.60 120 Rural/ D2 1 1 3.50 1.5 n/a n/a n/a 0 2 Yes 10.5 50
rolling mountainous
B3 1 1 3.65 3 n/a n/a n/a 0 2 No 13.65 80

B4 2 3 3.65 3 1.5 12 9 0 2 No 43.90 100 Distributor

Arterial Urban flat/ D3 1 1 3.50 1.5 n/a n/a n/a 2 2 Yes 14.5 30
Rural B5 2 2 3.65 3 1.5 12 9 0 2 No 36.60 80 rolling
mountainous
B6 1 1 3.65 3 n/a n/a n/a 0 2 No 13.65 80 Distributor
Urban D4 1 1 3.50 1.5 n/a n/a n/a 2 2 Yes 14.5 30
B7 2 3 3.65 2.5 1.5 10 7 2 2 No 44.90 120
mountainous
Arterial B8 2 2 3.65 2.5 1.5 10 7 2 2 No 37.60 80
Urban flat/ Table 3.2.2.1 D Basic Cross Section Details for Distributor Routes
rolling B9 1 2 3.65 2.5 n/a n/a n/a 2 2 No 20.30 80

B10 1 1 3.65 2.5 n/a n/a n/a 2 2 No 16.65 50

B11 2 3 3.65 2.5 1.5 7.5 4.5 2 2 No 42.40 120 Normal Desirable Min. Corridor
Arterial Desirable Min.
Desirable Median Median verge strip Possible width required
Urban B12 2 2 3.65 2.5 1.5 7.5 4.5 2 2 No 35.10 100 Right Reserved
Route No of Min. Left Width Width Sidewalk width curbside (Excluding
mountainous (outer) Land
B13 1 1 3.65 2.5 n/a n/a n/a 2 2 No 16.65 80 Classification Design No of Lanes Lane (inner) (Separation MINUS Left Width (shoulder parking Service Roads,
Shoulder Right
by Terrain Group cwys in Each Width Shoulder (m) between Hand (inner) (Min.) or provision Ditches,
Width (m) of Way
Table 3.2.2.1 B Basic Cross Section Details for Arterial Routes Type Direction (m)
without
Width inner lanes Shoulders (m) footway) at 2.5m Earthworks,
Width
(m) of dual (m) to SBP or width Landscaping and
parking (m)
carriageway) Boundary Future Provision

Access
Rural flat/ E1 1 1 3.00 1.5 n/a n/a n/a 0 2 Yes 10 20
rolling

Access
Rural E2 1 1 3.00 1.5 n/a n/a n/a 0 2 Yes 10 20
mountainous

Access
Urban flat/ E3 1 1 3.00 1.5 n/a n/a n/a 2 2 Yes 14 20
rolling

Access
Urban E4 1 1 3.00 1.5 n/a n/a n/a 2 2 Yes 14 20
mountainous

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Road Cross Sections and Capacities

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Figure 3.2.2.1 Rural National Route - Dual Carriagway with Service (Distributor) Road - Design Group A2 (computer generated virtual background)

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Road Cross Sections and Capacities

Figure 3.2.2.2 Rural Arterial Route - Single Carriageway - Design Group B3 (computer generated virtual background)

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Road Cross Sections and Capacities

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Figure 3.2.2.3 Urban Secondary Route - Dual Carriageway with Service (Distributor) Road - Design Group C7 (computer generated virtual background)

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Road Cross Sections and Capacities

Figure 3.2.2.4 Rural - National & Arterial Routes

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Road Cross Sections and Capacities

3

Figure 3.2.2.5 Rural - Secondary & Distributor Routes

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Road Cross Sections and Capacities

Figure 3.2.2.6 Urban - Dual Three Lane National & Arterial Routes

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Road Cross Sections and Capacities

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Figure 3.2.2.7 Urban - Dual Two Lane National & Arterial Routes

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Road Cross Sections and Capacities

Figure 3.2.2.8 Urban - Secondary, Distributor & Access Routes

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Road Cross Sections and Capacities

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Figure 3.2.2.9 Typical Cut and Fill Sections in Soil Formation

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Road Cross Sections and Capacities

Figure 3.2.2.10 Typical Cut and Fill Sections in Rock Formation

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Road Cross Sections and Capacities

3
3.2.2 Cross Section Information By Design Group

3.2.2.1 Cross section base information for each Design Group is set out inTable 3.2.2.1A to E. Note that variations from to ensure that horizontal sight line requirements are not infringed. Objects which can cause difficulties of this sort
these standards are permissible only on the issue of a Variation Acceptance Notice by the Overseeing Authority. are bridge abutments, permanent and temporary traffic signs, trees and other landscape planting, buses at bus
stops and roadside parking provision. In addition, items such as advertising signs can cause similar problems.
3.2.3 Utilities in the Road Corridor (See also Section 4 of these Standards “Road Link Geometry.”)

3.2.3.1 To the Highway Engineer, road corridors are there to fulfill transportation requirements. Road corridors 3.2.5.3 Traffic Speeds and Capacity: Shoulder widths should be kept clear of obstructions in order to maintain
also serve as routes for utility equipment which is necessary to maintain the lifestyle and functioning of a modern designed traffic capacity. The effect of obstructions at various clearances from the carriageway edge is included
society. in previous sub-sections 3.1.2 and 3.1.3.

3.2.3.2 Utility equipment must be located at correct depths and distances apart one from another. For information 3.2.5.4 Safety: Solid objects close to the carriageway edge form an obvious danger to vehicles which may run
concerning the required lateral and vertical dimensional requirements, see Section 20 of these Standards. off the road. Particular care should be taken on the outside of bends and in areas where vehicles may be braking.
Further guidance may be obtained from consideration of the concept of the “Forgiving Roadside” as set out in
3.2.3.3 Utilities equipment requires attention and maintenance from time to time and this will require excavation
AASHTO RSDG Roadside Design Guide (see Section 16 of these Standards).
to gain access to buried pipes and cables. For this excavation not to cause disruption of traffic flow and also to
avoid unnecessary delay and expense to the Utility authorities, it is important that:
3.2.6 Clearances to Overhead Electrical Transmission Lines
a) Utilities equipment is not positioned beneath the carriageway, and
3.2.6.1 General: The following paragraphs and tables are provided as an initial planning guide to the horizontal
b) Each utility authority can identify and locate its equipment easily and quickly.
and vertical clearance requirements for overhead electrical transmission lines ranging from 69kV to 380kV. These
3.2.3.4 Additional information on utilities and pavement reinstatement following excavation for work carried indicate, typically, the clearances which would be desirable for the instances quoted. In all cases, matters of
out by utilities undertakings is set out in Section 20 of these Standards. proximity of electrical transmission services to highways, whether it is for crossing or running parallel to the
road, will require liaison with the relevant Electrical Authority and full compliance with their current minimum
3.2.4 Vertical Clearance to Structures clearance standards. This is particularly important in some special cases where normal standards might need to
be increased, or in very constrained circumstances where relaxations of desirable clearance standards may need
3.2.4.1 Clearances between the road surface and any form of structure above the carriageway or shoulders
consideration.
must be sufficient to prevent a high vehicle striking the obstruction. (see Figure 3.2.4.1 “Clearance Envelopes at
Structures”). Transmission Line Power (kV)
Clearance Type Route
and Constraint (if any) Classification 11 33 64 132 230 380
3.2.4.2 The standard minimum vertical clearance for all bridges irrespective of route classification is 6.5m.
1) Horizontal clearance (unconstrained RoW) National and Arterial Transmission support height + 5m
For sign gantries and sign cantilevers, this remains at 6.5m for all National Routes, and is reduced to 6.0m for
2) Horizontal clearance (contrained RoW) National and Arterial 18m 18m 18m 25m 30m 40m
Arterials, Secondary, Distributor, and Access Roads. All vertical clearances are to be signed as 5.5m.
3) Horizontal clearance (constrained RoW) Secondary, Distributor and Access as above for constrained RoW (see notes)
3.2.4.3 An absolute minimum vertical clearance of 5.5m may be acceptable in certain cases subject to the issue 4) Vertical Clearance National and Arterial 14m 14m 14m 19m 19m 19m
of a Variation Acceptance Notice by the Overseeing Authority. 5) Vertical Clearance Secondary, Distributor and Access 12m 12m 12m 19m 19m 19m
Table 3.2.6.1 Clearances to Transmission Lines (m)
3.2.4.4 All vertical clearances should be carefully analyzed to establish the minimum vertical separation
Notes: Horizontal distance is measured from the transmission support to edge of the carriageway. Horizontal clearance for
between the road surface and the underside surface of the structure wherever this may occur in plan.
Secondary, Distributor and Access roads can be reduced dependent on site considerations and safety.

3.2.4.5 A difficulty which can arise in some unusual circumstances is the interruption to sight distance caused
3.2.6.2 Horizontal Clearance: For transmission lines running parallel to the highway, the location of the
by a bridge or gantry on a sag curve. When an obstruction above the road surface occurs on a sag curve, the
supports from the edge of the highway is related to the height of the support. For situations where there are no
effect on sight distance should be checked against both the horizontal and vertical alignments and design changes
RoW constraints, the transmission line should be offset at a distance from the edge of the carriageway of “support
effected where necessary.
height” + 5 meters for National and Arterial Roads. In cases where the RoW is constrained, the minimum offsets
as noted in Table 3.2.6.1 should be used as a guide.
3.2.5 Horizontal Clearances - General
3.2.6.3 For lower order routes, Secondary, Distributor, and Access, the minimum clearances can be reduced (in
3.2.5.1 Objects on either side of the carriageway can have a significant effect on sight distance, traffic speed,
agreement with the Electrical Authority), provided there is no issue of public safety, or an issue with the safety of
capacity, design and safety. The following recommendations are made:
the support or reliability of the supply. Where constraint to support locations is encountered, the use of suitable
3.2.5.2 Sight Distance: Checks should be made on the positioning of all highway equipment and apparatus safety barriers (Section 16 of these Standards) should be investigated.

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Road Cross Sections and Capacities

Figure 3.2.4.1 Clearance Envelopes at Structures

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 Sultanate of Oman. Highway Design Standards 2010

3.2.6.4 Vertical Clearance: For transmission line crossing a highway, these should be designed perpendicular
Road Cross Sections and Capacities
3
to the road centerline where possible, but at least not greater than 45 to 135 degrees angles of skew. Guideline
minimum clearances from road surface to overhead transmission lines for various power ratings and route
categories are also shown in Table 3.2.6.1, subject to co-ordination with the relevant Electrical Authority.

3.3 References
1) AASHTO Geometric Design of Highways and Streets 2004
2) US Transportation Research Board Highway Capacity Manual 2000

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