Sultanate of Oman.

Highway Design Standards 2010

1
Highway Strategy

1.1 Highway Strategy And Road Hierarchy 1-1

1.1.1 Introduction 1-1
1.1.2 Road Classification 1-1

1.2 Road Design Strategy 1-3

1.2.1 The Basis of Design 1-3
1.2.2 Design Year Level of Service 1-5

1.3 Ancillary Features 1-5

1.3.1 General 1-5
1.3.2 National Routes 1-5
1.3.3 Arterial Routes 1-6
1.3.4 Secondary Routes 1-6
1.3.5 Distributor Routes 1-6
1.3.6 Access Routes 1-6

1.4 References 1-6

List of Figures
Figure 1.1.2.1: Rural Route Hierarchy 1-1
Figure 1.1.2.2: Urban Route Hierarchy 1-1
Figure 1.2.1.1: Logic Flow Diagram for Design Group
Selection 1-4

List of Tables
Table 1.1.2.1: Functional Route Classification Descriptions 1-1
Table 1.1.2.2: Typical Operational Characteristics in a Mature
Highway Network 1-2
Table 1.1.2.3: Operational Characteristics of Route
Classifications 1-2
Table 1.2.1.1: Design Group Definition 1-3
Table 1.2.1.2A: Definition of National Route Design Groups 1-4
Table 1.2.1.2B: Definition of Arterial Route Design Groups 1-4
Table 1.2.1.2C: Definition of Secondary Route Design Groups 1-5
Table 1.2.1.2D: Definition of Distributor Route Design Groups 1-5
Table 1.2.1.2E: Definition of Access Route Design Groups 1-5
Table 1.2.2.1: Design Year Levels of Service 1-5

1.1 HIGHWAY STRATEGY AND ROAD HIERARCHY
1.1.1 Introduction
1.1.1.1 The overall highway network in Oman is made up of links, many of which have quite separate and
recognisable purposes and characteristics. These purposes are largely, but not exclusively, related to the types
of travel for which they provide.
1.1.1.2 Considering the country in its entirety, and as part of land mass of the Arabian Peninsula, travel demand
ranges from the short distance local, inter-urban or village to village, to the long distance international or pan-
national. While neither of these extremes can be considered as more important than the other to the individual
traveller, it is clear that large sections of the national economy are dependent on the long distance transport of
goods and (to some extent) people over concentrated routes.
1.1.1.3 Other important functions served by individual routes are the provision of a corridor for the routing of
utilities and of space and light between buildings in the urban environment.
1.1.2 Road Classification
1.1.2.1 In purely transportation terms it is possible to categorise a route within the network as being :
1. For long distance high speed journeys
2. For national inter regional journeys and those between important regional and urban areas
3. For journeys within regional and urban areas
4. For local journeys
5. For access to individual destinations.
1.1.2.2 In practice many routes serve more than one journey type but are categorised, designed and signed
on the basis of their most strategic usage. The level ascribed to a route is always that relating to its “highest”
function in terms of dealing with through traffic. Figures 1.1.2.1 and 1.1.2.2 show diagrammatically the way in
which the various classifications serve rural and urban areas.
Figure 1.1.2.1 Rural Route Hierarchy
Sultanate of Oman. Highway Design Standards 2010
Highway Strategy
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Figure 1.1.2.2 Urban Route Hierarchy
1.1.2.3 A functional road classification system is based upon the strategic functions met by each route made up
of one or more links in the network. The classification of road links on the basis of such functional considerations
has a number of advantages for planning, design, route signing and mapping, which include:
n The consideration of an individual link as part of a longer route or chain of links to ensure a continuity
of construction standards and driver experience along that route.
n The consideration of the functional importance of a route in whole or in part, independently of the
traffic flow that a section of it happens to carry.
The operational aspects of the performance or characteristics of a route are not considered at all as part of the definition
of the functional classification of a route. Table 1.1.2.1 provides the functional classification for roads in Oman.
Route Classification Functional Description
Specialist long distance high speed routes between the most important centres (including ports
and airports) and to major or strategic international border crossings. National Routes form a
National Routes self contained coherent national network providing rapid and safe transportation between key
centres throughout the Country, providing high design speeds and high quality cross sections
and alignments.
Routes between major centres, major centres and National Routes and important links between
National Routes. Together, Arterial and National Routes form a self contained coherent network
Arterial Routes
providing interconnected medium distance links across the Country, providing access to regional
and local areas. Rural Arterial Routes may bypass towns if traffic levels justify.
Regional or area networks made up of links between towns and between towns and Arterial
Secondary Routes Routes. They provide some access to local areas and form urban routes between major traffic
generators.
Local networks which link identifiable traffic generators such as urban zones, villages and major
Distributor Routes villages and Secondary or Arterial Routes. A service road to a higher classified route may form
a part of the Distributor Route network.
Access Routes Routes to individual settlements or commercial centres and roadside developments
Table 1.1.2.1 Functional Route Classification Descriptions
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1.1.2.4 Such a functional classification system should be the result of a study of the complete national road
network, which should also provide a comprehensive road numbering system.This is based upon the classification
of individual routes. Route classification designations are equally applicable to the rural and urban situation and
it is clear that the classification of a particular route is not sufficient to identify the design standards which should
be applied to individual parts of that route.
1.1.2.5 In parts of a highway network which have been in use for a number of years, roads of a similar
functional classification tend to share similar operational characteristics, while in parts which are still developing,
some roads of a particular functional classification may have operational characteristics which are more typical
of a lower classification. This phenomenon can cause confusion in terms of a road’s classification. Operational
characteristics are a transient situation which can be altered by highway improvement work, while functional
classification is based upon factors external to the network and tends to remain unchanged over relatively long
periods of time. For this reason a system of functional classification as a basis for the long term management of
the total road network is preferred.
1.1.2.6 Table 1.1.2.2 sets out some of the operational characteristics of functionally classified roads in a mature
highway network, whilst Table 1.1.2.3 illustrates the range of functions that particular road categories might assume.
Table 1.1.2.2 Typical Operational Characteristics in a Mature Highway Network
Route
Typical Mature Operational Characteristics
Classification
No frontage development or direct access to property or to the local Distributor or Access Route system.
No provision for pedestrians. Grade separated junctions with Arterial Routes spaced sufficiently far apart
that through traffic is not affected by local commuter traffic. Routes normally bypass urban areas, but
where they must pass through or close to towns they do not form part of the local road system. National
National Routes may prohibit access to certain types of traffic. (eg. Pedestrians, cyclists, animal drawn vehicles,
ridden animals, specialist invalid carriages or vehicles with an engine size of less than 50 cc.) National
Routes require service areas at regular intervals which provide fuel, emergency repair facilities together
with opportunities for rest and relaxation, food and drink and depots for police, emergency vehicles and
road maintenance facilities.
Grade separated or at-grade junctions with National Routes or with Secondary Routes. If roadside
Arterial development is allowed on dual carriageways it is accessed from the rear or from service roads which link
to the local road network.
Junctions with Arterial Routes may be either grade separated or at-grade depending upon traffic
Secondary
requirements. Junctions with Distributor or Access Routes are normally at-grade.
Distributor Junctions with Access Routes, Secondary Routes or (exceptionally) Arterial Routes are normally at-grade.
At-grade junctions with other Access Routes, Distributor and (exceptionally) Secondary Routes. Direct
access is normally provided to all roadside property. Details of positioning and standards of such access
Access may be subject to approval by the Client or Overseeing Authority. Curbside parking is normally allowed.
May form part of a service bus route. A service road to a higher classification route may be an Access
Route.

Parameter Pedestrian Areas Access Routes Distributor Routes Secondary Routes Arterial Routes National Routes
Walking
Connect villages, village clusters or urban Connect regional and urban population
Walking Vehicle Access Long distance high speed travel for passenger
localities centres. Long/medium distance traffic
Main Activities Meeting Goods delivery cars, commercial vehicles and public transport.
Vehicle movements near beginning and passing through population centres.
Trading Servicing Properties May serve military and strategic purposes.
end of longer trips. Public transport routes.
Possible local bus route
None. Pedestrians should be prohibited from
Main Activity Minimal outside village and urban areas. Minimal. Segregation using bridges/
access to National Route corridors unless
Pedestrians Pedestrian priority Considerable freedom Controlled where possible with barriers underpasses, barriers, separated pedestrian
confined to fenced walkways which are well
Complete freedom and pedestrian crossings routes etc.
separated from vehicular traffic.
Considerable – preferably
Considerable – roadside Some. In villages and urban areas in off
Parking None in marked bays in urban/ None None
parking road parking lay-bys
village areas
Normally none. Free movement.
Free movement.
Goods vehicles May be time limited access. – only for Delivery of goods and services only Minimal through trips Limitations on stopping,
No stopping.
delivery to trading premises. loading/unloading
Limited to significant traffic generators
Other vehicle None except to major traffic generators or
only. For rural routes access limited to
access to roadside Emergency vehicles only Main activity Some existing isolated properties – with special None
routes with traffic flows of less than 200
developments permission.
veh/h.
None. Junction spacing and access
Local Traffic Main activity Some in village and urban areas. control designed to discourage local traffic.
None Access to properties Main activity. - Linking to Arterial Routes
movements Some access to properties Very little in rural areas (Alternative routes must be provided and
signed.)
Through Traffic Main activity.
None None Rural medium distance traffic. Main activity
movements No stopping

40 or 60 km/h in village/urban areas.

40 km/h urban 40 km/h urban 80 or 100 km/h in rural areas. For dual
Max Speed Limits 10 km/h where permitted 40 or 60 km/h 120 km/h
60 km/h rural 80 km/h rural carriageways with controlled access 120
km/h.

Table 1.1.2.3 Operational Characteristics of Route Classifications

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1.2 ROAD DESIGN STRATEGY 1.2.1.3 The following items should be noted in respect of Table 1.2.1.1

Terrain
n

1.2.1 The Basis of Design
1.2.1.1 Individual links on a particular route may carry different traffic levels, may pass through different
terrain or through urban or rural environments. The task of the road designer is to provide a road which fits with
its classification and provides a reasonably consistent “driver experience”, while at the same time responding to
the different design conditions which result from the varying traffic levels, terrain and environment.
1.2.1.2 The approach taken in this Standards Document is to establish a group of design categories within
each route classification. These categories take into account Design Conditions such as those shown in Table
1.2.1.1. These individual categories of design within each route classification are termed “DESIGN GROUPS”.
Design Variables Design Group Parameters Definitions Procedure for Design Group Selection
a) In level terrain, sight distances as governed by both horizontal and vertical alignment are generally
long, or can be made so without undue difficulty. In rolling terrain natural slopes can rise above
and fall below the road alignment. Occasional steep grades may require earthworks to maintain
alignment standards.
b) In mountainous terrain natural grade changes are pronounced or severe and earthworks are
frequently required to maintain alignment standards.
c) Care should be taken to provide drivers with a reasonably consistent “driver experience” in their
passage along a route. Individual short lengths which vary in character from the route as a whole
should be designed carefully to preserve as far as possible this consistent experience. This may
involve the choice of a Design Group for a section of road which is more attuned to the adjacent
lengths of the route than to the section under design.
Environment
n

National a) Rural and urban areas possess different characteristics in terms of land use, population, development
Arterial and road pattern density. Urban areas are those in which significant numbers of people live and work
Route Select appropriate design features and which provide shops and support services for this population. Rural areas include smaller villages
1 Secondary As Table 1.1.2.1
Classification from tables
Distributor which provide housing but little in the way of support services. In marginal situations cognizance
Access should be taken of the overall “feel” of the area through which a road will pass. Allowance should
Flat/Rolling be made for expected population figures and density at and beyond the design year.
Select appropriate design features
2 Terrain See para. 1.2.1.3
Mountainous from tables b) It should be noted that the subdivision of these factors into individual design conditions is of
Rural or Urban Rural Select appropriate design features necessity somewhat coarse. This is to limit the number of Design Groups which result from different
3 See para. 1.2.1.3
Environment Urban from tables combinations of these design conditions to a manageable level.

4 Traffic Flow Traffic Flow Design year flow See Table 1.2.1.2 A to E Traffic
n

a) This is based on the flow (service volume) for the design year which corresponds to the design level
5 Traffic Mix Traffic Mix Design year mix Percentage heavy trucks of service (LoS).
b) It should be noted that the consideration of design year level of service is not always appropriate
Whether on- a. Not allowed or expected.
as a basis of design. In a mature situation which has seen high traffic flows for some time and
road parking Whether on-road parking is b. Not allowed but expected
6 Yes/No significant further growth is anticipated, it may be more appropriate to consider both first year
is expected or expected or allowed.
allowed. c. Allowed and whole life rates of return for a range of provided traffic capacities which can be provided within
available budget and land take envelopes.
A No access allowed Select appropriate design
n Adjustment to traffic capacity
Access allowed from Select appropriate design and/or
The achievable B
Service roads provide service roads a) Tables 3.1.2.3 and 3.1.3.4 in Section 3 (Road Cross Sections and Capacities) set out a number
7 level of Access
Control Direct access allowed. of adjustments to traffic capacity which result from departures from “ideal conditions”. These
(At the discretion adjustments should be taken into account when reaching decisions on the cross section necessary
C Select appropriate design
of the Overseeing
Authority.) for a particular link design.
Consider in conjunction with Access
Whether roadside Control.
8 development is Yes/No Yes/No Consider possibility of future
allowed development and reserve corridor
width for service roads if necessary
Military or Beyond the scope of this document. Client Authority to select Design Group appropriate to
9 Strategic requirements or define alternative design standards.
significance.
Table 1.2.1.1 Design Group Definition

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1.2.1.4 Each Design Group is identified by the alphabetic letter appropriate to the route classification in the Design
road hierarchy, followed by a number. The selection of the Design Group in any particular situation follows the Route Classification Design Design Recommended Design Service No. of No. of Min Possible Frontage
by terrain type. Group speed max Posted LoS traffic c/w’s lanes in lane curbside development
logic set out in Figure 1.2.1.1, whilst the definitions appropriate to the individual Design Groups are shown on
km/h Speed flow each width (m) parking allowed?
Table 1.2.1.2 A to E. (see note) km/h pc/hr direction provision?
(one way)
A1 130 120 B/C 4000 2 3 3.75 No No
National
A2 130 120 B/C 2500 2 2 3.75 No No
Rural flat/rolling
A3 110 100 B/C 700 1 1 3.65 No No
A4 130 120 B/C 4000 2 3 3.75 No No
National
A5 130 120 B/C 2400 2 2 3.75 No No
Rural mountainous
A6 110 100 B/C 300 1 1 3.65 No No
A7 110 100 B/C 3750 2 3 3.65 No No
National
A8 110 100 B/C 2000 2 2 3.65 No No
Urban flat/rolling
A9 90 80 B/C 650 1 1 3.65 No No
A10 90 80 B/C 3500 2 3 3.65 No No
National
Urban A11 90 80 B/C 1600 2 2 3.65 No No
mountainous
A12 90 80 B/C 300 1 1 3.65 No No
Notes: In cases where single c/w construction may later be upgraded to dual c/w, use dual c/w design speed and standards
Table 1.2.1.2A Definition of National Route Design Groups

Design
Route Classification Design Design Recommended Design Service No. of No. of Min Possible Frontage
by terrain type. Group speed max Posted LoS traffic c/w’s lanes in lane curbside development
km/h Speed flow each width (m) parking allowed?
(see note) km/h pc/hr direction provision?
(one way)
B1 110 100 B/C 4000 2 3 3.65 No No
Arterial
B2 110 100 B/C 2500 2 2 3.65 No No
Rural flat/rolling
B3 110 100 B/C 800 1 1 3.65 No No
B4 110 100 C 4200 2 3 3.65 No No
Arterial
B5 110 100 C 2800 2 2 3.65 No No
Rural mountainous
B6 90 80 C 350 1 1 3.65 No No
B7 110 100 C 4200 2 3 3.65 No No

Arterial B8 110 100 C 2500 2 2 3.65 No No

Urban flat/rolling B9 90 80 C 1100 1 2 3.65 No No
B10 90 80 C 650 1 1 3.65 No No
B11 90 80 C 4000 2 3 3.65 No No
Arterial
(DSTF = Design Service Traffic Flow) Urban B12 90 80 C 2200 2 2 3.65 No No
mountainous
B13 70 60 C 400 1 1 3.65 No No
Figure 1.2.1.1 Logic Flow Diagram for Design Group Selection Notes: In cases where single c/w construction may later be upgraded to dual c/w, use dual c/w design speed and standards

Table 1.2.1.2B Definition of Arterial Route Design Groups

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Design 1.2.2 Design Year Level of Service
Route Classification Design Design Recommended Design Service No. of No. of Min Possible Frontage
by terrain type. Group speed max Posted LoS traffic c/w’s lanes in lane curbside development 1.2.2.1 Level of Service is considered in more detail in Section 3. It is however relevant as part of the strategy
km/h Speed flow each width (m) parking allowed?
for highway design to define broadly the Levels of Service which the designer should aim to provide. Clearly
(see note) km/h pc/hr direction provision?
(one way) as a road is designed on the basis of design year traffic flows, it is the LoS under these flows at the design year
C1 110 100 C 3500 2 2 3.65 No No which must be considered. The design levels of service are set out in Table 1.2.2.1. The service flows for design
Secondary which are shown in Table 1.2.1.2 are based upon these levels of Service.
C2 110 100 C 700 1 1 3.65 No No
Rural flat/rolling
C3 110 100 C 600 1 1 3.65 No Yes
Appropriate design year level of service
C4 90 80 C/D 2500 2 2 3.65 No No Route classification
Secondary Rural Flat/Rolling Rural Mountainous Urban
C5 90 80 C/D 600 1 1 3.65 No No
Rural mountainous A National B/C B/C B/C
C6 90 80 C/D 500 1 1 3.65 No yes
B Arterial B/C C C
C7 90 80 C/D 2750 2 2 3.65 No No
Secondary C Secondary C C/D C/D
C8 90 80 C/D 900 1 1 3.65 Yes No
Urban flat/rolling D Distributor C C/D C/D
C9 90 80 C/D 700 1 1 3.65 Yes Yes
E Access D D D
Secondary C10 70 60 C/D 2500 2 2 3.65 No No
Urban Table 1.2.2.1 Design Year Levels of Service
mountainous C11 70 60 C/D 400 1 1 3.65 Yes Yes or No

Notes: In cases where single c/w construction may later be upgraded to dual c/w, use dual c/w design speed and standards Note : B/C lies between B and C

Table 1.2.1.2C Definition of Secondary Route Design Groups C/D lies between C and D

In most cases it is appropriate to design for a 20 year period.

Design
Route Classification Design Design Recommended Design Service No. of No. of Min Possible Frontage
1.2.2.2 The design service flow is the traffic flow for use in determining the traffic capacity to be provided in a
by terrain type. Group speed max Posted LoS traffic c/w’s lanes in lane curbside development road design. The traffic capacity is dependent on factors such as the number of lanes, the provision or otherwise
km/h Speed flow each width (m) parking allowed? of crawler lanes, the overtaking provision on two lane roads, junction numbers and layouts and the level of
km/h pc/hr direction provision?
(one way) access control to roadside developments. These factors are amongst the elements of design to be considered in
Distributor the design process. The design service flows shown in tables 1.2.1.2A to E are derived from information given
D1 90 80 C 600 1 1 3.5 Yes Yes
Rural flat/rolling in Chapters 12 and 13 of the US Highway Capacity manual and are subject to the assumptions set out in Section
Distributor 3. It must be noted that if individual circumstances dictate that these assumptions must be varied then the
D2 90 80 C/D 450 1 1 3.5 Yes Yes
Rural mountainous
corresponding design flows will also vary. The design engineer must ensure that the flows used as the basis for
Distributor
D3 70 60 C/D 800 1 1 3.5 Yes Yes design capacity are corrected to allow for variations in these assumptions
Urban flat/rolling
Distributor
Urban D4 70 60 C/D 400 1 1 3.5 Yes Yes
mountainous
1.3 ANCILLARY FEATURES
Table 1.2.1.2D Definition of Distributor Route Design Groups
1.3.1 General

Design 1.3.1.1 Road features help drivers identify the characteristics of the road which they are using. This is part
Route Classification Design Design Recommended Design Service No. of No. of Min Possible Frontage of the “driver experience”, which assists in providing a perception of a driver’s expectations for other route
by terrain type. Group speed max Posted LoS traffic c/w’s lanes in lane curbside development
km/h Speed flow each width (m) parking allowed? characteristics such as the expected range of running speeds. They should therefore be consistent and can assist
km/h pc/hr direction provision? in the achievement of an efficient and safe road network.
(one way)
Access 1.3.1.2 The following subsections characterise the route classification in terms of signing, rest areas and
E1 70 60 D 650 1 1 3 Yes Yes
Rural flat/rolling vertical clearance.
Access
E2 70 60 D 300 1 1 3 Yes Yes
Rural mountainous
1.3.2 National Routes
Access
E3 50 40 D 500 1 1 3 Yes Yes
Urban flat/rolling
1.3.2.1 Route signing: National Routes should be differentiated from other route classifications in ways other
Access
than their cross sections. It is envisaged that route signing will be differentiated in some way. In Oman the GCC
Urban E4 50 40 D 200 1 1 3 Yes Yes
mountainous colour style of signing is followed whereby most major direction signs on all roads are blue with white border
Table 1.2.1.2E Definition of Access Route Design Groups and lettering. It is not intended that the existing direction sign system should be changed. Direction signs should

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show route classification and destination. Signs on roads of National Expressway standard should in addition 1.3.4.2 Rest areas: In normal circumstances shorter trip lengths and the integration of Secondary Routes with
carry a separate identification sign to strengthen their identification as an addition to the standard existing style the local road network and the towns and villages that it serves means that there is no need to plan for these
of signing. This is covered in more detail in Section 19 (Traffic Signs and Road Markings). facilities as part of the road provision.

1.3.2.2 Rest areas: Fast travel on routes of this type calls for concentration on the part of drivers. The long 1.3.4.3 Minimum vertical clearances for bridges should be 6.5 m. vertical clearance. Pedestrian overpasses,
distances often involved together with the apparent “sameness” of the surroundings can lead to fatigue and Sign gantries, sign cantilever structures and other light structures should provide a minimum of 6.0 m clearance.
a need to stop to rest from time to time. The separation of these routes from the surrounding area, together All vertical clearances should be signed as being 5.5 m.
with the long distances between junctions means that there is a need to provide rest areas at regular intervals
along the route. The incorporation of refreshment, fuel and service facilities, depots for police and highway 1.3.5 Distributor Routes
maintenance organisations together with the stationing of other emergency vehicles ensures that the amenity of
1.3.5.1 Route signing: Route signing on Distributor Routes will not always be necessary. When direction
the route is maintained for both users and operators. The location of these rest areas is a matter for the design
signing is required it will be to villages or small towns, to neighbourhoods in larger towns and to specific
of individual National Expressway standard links and while a degree of variety in the architectural and service
destinations such as tourist sites. Local experience will determine whether or not there is a requirement for
design of the facilities provided is refreshing to travellers, the internal traffic circulation arrangements should be
signing at a particular junction. Such signs should be of a different background colour to those for Secondary
sufficiently uniform to avoid confusing tired drivers who may well access a range of such rest areas.
Routes and should use a different and recognizable format.
1.3.2.3 The optimum spacing of these rest areas will depend upon the preferences of travellers and the
1.3.5.2 Vertical clearances for bridges and other structures should be as Secondary Routes. All vertical
economics of their operation. Initially a distance of no more than 100km. is recommended as a reasonable
clearances to be signed as 5.5 m.
spacing.

1.3.2.4 Minimum vertical clearances for bridges and other structures over the route should be 6.5 m. in line 1.3.6 Access Routes
with the policy for such clearances. All vertical clearances should be signed as being 5.5 m.
1.3.6.1 Route signing: Route signing will rarely be required on Access Routes. Where it is provided it should
use the same format as signing on Distributor Routes.
1.3.3 Arterial Routes
1.3.6.2 Vertical clearances for bridges and other structures should be as Secondary Routes. All vertical
1.3.3.1 Route signing: Route signing for designated Arterial Routes should be differentiated from other route
clearances to be signed as 5.5 m.
classifications in some way. This is covered in more detail in Section 19 (Traffic Signs and Road Markings).

1.3.3.2 Rest areas: The greater frequency of junctions, even on lengths of Arterial Route with grade separated
1.4 REFERENCES
junctions, and the generally shorter trip lengths on these roads means that there is seldom a requirement for the
provision of rest areas as part of the highway layout. Exceptions to this will occasionally be identified and in such 1. AASHTO Geometric Design of Highways and Streets 2004
cases identified, needs should be met. In normal circumstances however the market generated by numbers of 2. US Transportation Research Board Highway Capacity Manual 2000
travellers wanting rest, fuel, food and drink will ensure that private enterprise will provide the necessary facilities
in the region of appropriate junctions.

1.3.3.3 Minimum bridge vertical clearances should be 6.5 m. Sign gantries, sign cantilever structures and
other light structures should provide a minimum of 6.0 m clearance. All vertical clearances should be signed as
being 5.5 m.

1.3.4 Secondary Routes

1.3.4.1 Route signing: Route signing for designated Secondary Routes should be differentiated from other
route classifications by means of background colour. Such secondary signs should be physically smaller than
those for National and Arterial Routes. This “colour -coding” of direction signs has been proved to assist in driver
perception of directions for the route they are following (See Section 19 Traffic Signs and Road Markings).

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