DRAFT Concept Design Report - Urban Design

Cover from Dimitris
PROVISION OF “CONCEPT DESIGN OF ROADS / INFRASTRUCTURE – PHASE 4”
Packages # 26 & 27
Design of Haloul Road
Design of Major Road In The Centre of Doha City
MAY 2016
CONCEPT DESIGN OPTIONS REPORT – URBAN DESIGN & STREETSCAPE CONCEPTS – REV. 1

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PHASE 4- CONCEPT DESIGN OF ROADS & INFRASTRUCTURE – PACKAGES 26 & 27
CONCEPT DESIGN OPTIONS REPORT – URBAN DESIGN & STREETSCAPE CONCEPT
26 May 2016 1 Issued for Review & Approval WB WB DK
07 Sept 2015 0 Issued for Review & Approval WB WB DK
Date Rev. Status Prepared by Checked by Approved by
Document No. CTC-546-CDO-UDSC-0095 SHT: 01 OF: 151
PHASE 4 CONCEPT DESIGN OF ROADS
& INFRASTRUCTURE – PACKAGES 26 & 27
CONCEPT DESIGN OPTIONS REPORT
URBAN DESIGN & STREETSCAPE CONCEPT
REV.1
MAY 2016

II
Doha’seconomicfuture is
intimately
linked with creating a
place in which people wantto live
and bring up families.

Concept Designs (3)
Case Studies 73
Package 26
Landscape Concept Plans for Options, 1, 2, 3 74
Landscape Perspectives
Landscape Sections
Package 27
Landscape Concept Plans for Options 1, 2, 3 99
Landscape Perspectives
Landscape Sections
Landscape Elements
Planting Palette 132
Hardscape Palette 138
Public Amenities & Site Furnishings 139
Lighting Effects 141
SMART Technology 142
Pedestrian Wayfinding 143
Preface LIVABLE DOHA i
Executive Summary
Purpose and Objectives 1
Regional and Study Area Context 2
Road Segments 3
Corridors Analyses and Climatic Considerations
Hot, Dry, Lack of Shade 6
Climatic and Environmental Considerations 7
Site Analysis 9
Major Destinations 36
Existing Vacant Land 38
Public Parking and Sidewalks 40
Existing Parks 42
Design Principles
Retaining Cultural Values 44
Multi-Modal Approach 46
Land Use & Development Zones 47
Urban Design & Landscape Goals 51
Public Spaces 59
Parks and Open Spaces 62
Stormwater Management 66
Public Arts Strategy 69
Sustainability Approach 70
Major Attractions 72
TableofContents

“Global Cities of the Future”
“Doha is anticipated to be one of the world’s dramatic urban growth centers by 2025”
by
McKinsey & Company
The Concept Design Options Report explores three (3) concept options for the urban design and landscape architecture components of
Packages 26 & 27 in the Doha South proper. This report covers all such matters of design which discusses land use modifications,
enhanced public mobility and the creation of more vibrant streetscapes and united areas of the public realm. All areas within the limits
of the design will be examined and designed to the proposed design intensity levels of HLD/MLD/LLD (High Level Design, Medium Level
Design and Low Level Design).
The Goal for the Concept Design Options Report is to set forth an unprecedented standard of design for a green and walkable
community that is safe and possesses a sense of place. The Report does not supersede any existing approved area redevelopment plans.
The Plan will be used as a guide to the on-going review and amendment of these documents, where required, in order to implement
specific policies or actions.
Preface
I

It is difficult to design a space that
will not attract people. What is
remarkable is how often this has
been accomplished.
WILLIAM H. WHYTE

Purpose and Objectives
The Concept Design of Packages 26 & 27 transportation corridors establishes a
framework for improved transportation circulation, land use compatibilities and
urban design character improvements. The Design Concept Plans are in
alignment with MMUP’s sustainability principles, urban renewal goals, improved
vehicular traffic movements and the soon to be approved “The New Qatari
Street” National Public Realm Guidelines. The concept plans were developed
with input from earlier studies and various Doha government department
engagement sessions. The concept plans provide guidance for the detailed
design of roadway corridors which include streetscape, pedestrian level lighting,
wayfinding & signage and pedestrian links to adjacent areas. The concept plans
primary objectives seek to achieve the following objectives:
Street design process and the wider scope of design considerations;
How existing and new street designs should relate to their immediate and
planned urban context respectively;
How streetscape components are arranged within the right of ways to achieve
optimal function and specific design themes; and
How the inherent landscape characters of Qatar are made apparent in the
public realm design.
THE NEW QATARI STREET. NATIONAL PUBLIC REALM GUIDELINES , Volume I –
Strategy, Interim 2014
Executive Summary
ConceptDesignOptionsReport
Green roof tunnels and decorative ramp walls Segregated bike lane with trees providing shade relief
1
Small pocket park tucked in to spaces between buildings
Al Sadu inspired patterning
1
1
Pedestrian circulation through unique paving design

Regional and Study Area Context
The targeted planning areas are described as “Packages 26 and 27.” As
illustrated in the attached exhibit, Package 26 is located along Haloul Road
extending from “C” Ring Road south to Ain Khaled Street . Package 27 is
generally located within the older study area area of Doha, west of the
new Hamad International Airport.
Package 26 Haloul Road typically consists of newer community
development/construction with land uses generally consisting of
Commercial, Retail Strip Centers and Residential developments. Haloul
Road is proposed to be widened accommodating traffic needs on a
north/south basis. The Haloul study area consists of some 8km of
continuous roadway and sundry combined traffic intersections.
Package 27 study area is generally located within the older study area area
with extensive mixed-use build-out of more aged to decrepit structures or
other dated structures/developments that may present a lower assessed
value than the actual land value. This potentially provides for excellent
opportunities for new carriageway improvements and development,
improvement of city character and presentation, and improvement in both
vehicular and pedestrian movements and capacities.
2
STUDY
AREA
C-RING
D-RING
B-RING OLD
HAMAD INT’L
AIRPORT
DOWNTOWN
DOHA
MUNTHAZA
MANSOURA
Packages 26 and 27 are integrated in the fact that the east/west roads link
Package 26, Haloul Road, to the airport and points east. Four (4) major roads, B-
Ring, C-Ring, D-Ring and E-Ring Roads are classified as arterial and expressways.
Most traffic utilizes these roads during rush hours and connects a large residential
population to west and north Doha. Haloul Road is a secondary means of routing
traffic off of Salwa Road which is a major arterial. Light commercial, offices and
schools line northern Haloul, while, southern Haloul is primarily occupied by
single family residential.
Current and future traffic needs within the study area will require the acquisition
of existing land parcels to achieve the required traffic flows and enhancements of
related public realm or domains. Existing land uses consist of light industrial,
heavy and light commercial, retail, mixed-use and multi-family residential uses.
The core area presents roughly 19km of carriageways under traffic engineering
investigation and proposed streetscape and public realm design enhancements.

3Road Segments

CORRIDORS ANALYSES AND CLIMATIC CONDITIONS

Corridor Analyses and Climatic Considerations
Hot, Dry, Lack of Shade
The public realm of south Doha is a hot, dry and pedestrian unfriendly
environment. Packages 26 and 27 consist of corridors where light industrial zoning
exists within residential areas with a lack of greenspace for residents use.
Package 26 does not provide any shade provisions nor pedestrian friendly
environment for safe pedestrian circulation, lack of adequate parking facilities
and appropriate public park spaces.
Package 27 is different in that its setting is within an existing urban area. The urban
area is currently a miss-match of land uses that conflict with one another causing
a decayed urban environment that has created a pedestrian unfriendly and
vehicle dominant environment.
Outside climatic challenges by the local residents and workforce, numerous
pedestrian hazards also exist within the public realm. These hazards include non-
paved and deteriorated walks, utility service boxes located within walkways,
private sector steps and ramps protruding in the public realm and parking on
walkways by residents and shop owners.
Minimum upgrades are required to provide a safe and comfortable means of
pedestrian circulation throughout south Doha. Integration of site furnishings
including benches, litter bins and the construction of walkways at vacant lots is
required.
Currently a healthy community does not exist and there is a much needed desire to
construct a community where improvements for a healthier city is desired.
6

7Climatic and Environmental Considerations – P26
Shading Strategy – P26
The shading strategy is approached by the road alignment and its
relation to the sides of the road needing shade.
Haloul Road will receive heavy later afternoon sun and shade
structures through the use of shade trees and man-made structures are
required along the Haloul Corridor.
Decorative Shade Structure Tree-lined Walkways
Existing photos along Haloul

Climatic Conditions – P278
Shading Strategy – P27
The shading strategy is approached by road
alignment and its relation to the angles needing
the most shade.
East west corridors need the shade the most and
the use of shade canopies and natural shade
amenities, such as shade trees, is required to
mitigate the hot, blinding sun.
Potential Decorative
Shade Structure
Potential Tree-lined
Walkways
Minimal shade provisions Zero shade provisions Zero shade provisions Zero shade provisions

Site Analysis – P26 9

Site Analysis – P2610

Major Destinations – P2636

Major Destinations – P27 37

P26 Existing Vacant Land38

P27 Existing Vacant Land 39
VACANT LAND
METRO STATIONS

Public Parking and Sidewalks – Package 2640
Information derived for both the Pedestrian and Cycling
Report & Parking Study for Package 26 & 27

Public Parking and Sidewalks– Package 27 41
Information derived for both the Pedestrian and Cycling
Report & Parking Study for Package 26 & 27

Existing Parks
Healthy Living through Parks
and Open Spaces
There is a lack of public parks
and open spaces in south
Doha. Shown are existing
parks and this report contains
a proposal for additional
parks and park network.
42

Retaining Cultural Values
Inspiring the Public Realm of Packages 26 & 27
The public realm of the study area is unique in its design having been inspired by
Al Sadu, the indigenous traditional weaving of the early nomadic tribes of Arabia.
Al Sadu is more than just a textile - it is an ‘intangible’ part of the cultural heritage
of Qatar and is recognized by the world cultural heritage and education body,
UNESCO, as one of several artifacts that symbolizes the Qatar’s history, culture and
traditions.
Al Sadu regionally, remains intrinsically woven into the fabric of everyday Middle
Eastern nomadic life and remains culturally significant. As an artifact that was
once a common feature in Bedouin life, the knowledge behind its manufacture
was transferred from generation to generation, helping to ensure the traditions
and stories that influenced design elements within the textile were preserved for
future generations. .
Unique Street Features
Each of the seven (8) roadway corridors within study area Doha will have an
individual color, pattern and identity derived from Al Sadu textiles. Such colors
(blue, red, brown, green and white) and intricate patterns serve both site aesthetics
and wayfinding purposes. The color coding is captured in the landscape,
community signage, lighting design, pavement and hardscape patterns,
monumentation and proposed public art, parks, shading structures, building
address plates and other landscape furnishings. These unique street features are in
conjunction with the Public Realm Guidelines that are under preparation.
In developing the Concept Design Options for the 8 corridors, the inspiration of Al
Sadu indigenous weaving and patterns has been abstracted from the historic
fabrics and physically applied within the extensive landscapes of these corridors
and study area. This will create a community with a living identity that is linked to
the Qatar’s history, traditions and culture and manifested in elements that populate
the public realm
44
Al Sadu

Capturing the Essence of Al Sadu
Zooming in on Package 26/27’s site design reveals a myriad of Al Sadu
elements that are woven into the various typographies. These are
represented through the use of specific Al Sadu colors and patterns
that are abstracted and embedded into the community landscape.
These colors adorn sun shades, plant geometries and hardscapes to
bring the vibrancy of the textile to life throughout the public realm.
Enhanced Connectivity
Connectivity into Package 26/27 will be via nine road gateways that
lead to the center of the community which is just over one kilometer
from each entrance.
Each gateway is monumented with colored elements corresponding
identity and color assigned to each road. In their design, these
monuments represent an abstract interpretation of the Al Sadu loom
components.
At the heart of the community will be the Najma and Mansoura
Greenspace Network, the largest proposed pedestrian oriented
public spaces within study area. As with the Al Sadu tapestry, the
Greenspace Network serves a uniting purpose of tying all the roads,
land uses and Mosques together at the center, which is reminiscent of
the knot or ‘Tarboush’ used within traditional Al Sadu weaving.
45
…..carried on
Al Sadu Themed Roads
Themed Road Designations
Theming of the various roads in both Packages 26 & 27 will bear the intricacy of the Al Sadu weave.
Patterns will be similar in nature for all corridors, but thematic coloring will differentiate each corridor.
Color enhancements will be carried through plant materials, site furnishings and hardscape materials.
Color themed corridors is also an additional method of wayfinding for local residents.

Multi-Modal Approach
Transit Oriented Development
South Doha is envisioned as a destination rather than a series of thoroughfares. Within a five-
minute walk or a five-minute bike ride, residents will be able to access a concentration of
retail, employment and other services.
What is a Transit Oriented Development (TOD)?
A TOD’s 1 kilometer radius includes:
A Hot Spot. The center or ‘Hot Spot’ contains a concentration of the community’s residential,
retail, employment, business, and service uses and a civic plaza or greenspace centered
around a transit facility.
Pedestrian-Friendly Sidewalks. The sidewalks leading to the Hot Spot are comfortable, safe
and vibrant protected bikeways. Bicyclists are separated from auto traffic in an ideal
situation.
Transit Supportive. Bus rapid transit will connect to districts and other centers in Doha South.
Metro Rail will provide premium transit access within the Doha South urban area with
connections to the International Airport, West Bay and The Pearl.
What are the benefits of a TOD to the Project Area?
New Hot Spots at Metro Stations. Newly created Hot Spots will be centered around the new
Metro Rail stations. Easy pedestrian access and park and ride facilities will allow for
increased mobility around Doha. The Metro Station at Najma and Mansoura will be at the
heart of the community.
Auto Trips are Reduced. Protected bike lanes, adequate walks and proximity to the Metro
Rail and new bus routing allows for the reduction of vehicular demand and increased
pedestrian movement.
Homeowners’ Fuel Costs are Reduced. By increased pedestrian activity, households within
the TOD could drive 50 percent fewer kilometers.
Increased Public Open Space and Parks. Pedestrian links through opens paces and parks
linking major attractions and transit Hot Spots provides for a safe environment for the
increased pedestrian activity.
Comfort and Safety For All Users
In the study area, intersections have a significant place-making function as well as a
transportation function. Significant land uses and architecturally significant buildings
are located at intersections and might provide pedestrian access directly from the
corners. Intersections may also serve as gateways and are frequently the first thing
visitors see when they enter a district. Included in intersection design are aesthetic
treatments and addressing safety issues.
Multimodal intersections operate with pedestrians, bicycles, cars, buses and trucks.
The diverse uses of intersections involve a high level of activity and shared space.
Intersections have the unique characteristic of accommodating the almost-constant
occurrence of conflicts between all modes.
Safety is the primary strategy for intersection treatments. Landscape treatments to
promote safe intersections include bulb-outs to minimize lengths of crosswalks, shade
provisions through the use of trees and maintaining a cone of vision to allow both
pedestrians and vehicles to see in advance of any potential dangers.
Mid-block crossings will be treated in a similar manner where push flashing lights will
be integrated alerting vehicles of pedestrians occupying the crosswalk and warning
signage will place in advance of these mid-block crossings,
Clarity – Announce pedestrian
crossings with raised painted
bars and other visual elements
Visibility - Good sight distance,
keep plantings low
Minimize Pedestrian Exposure –
Provide refuge islands and bulb
outs
Accessibility – Provide
adequate means of access
with no barriers to pedestrians
46
Walking, Biking, Jogging
Cone-of-Vision
Bulb-Outs
Short Crosswalks
H/C Ramps
Defined Routes

Land Use
To achieve the desired mix of vitality and activity, study area should be
comprised of a number of different Districts distinguished by land use and
population within the each zone. These zones include: the Core (comprised of
a high intensity mixed-use center with taller buildings surrounded by a vibrant
mixed-use area); two lesser, less intense mixed-use transition zones to the east
and west of the core; taller, more intense east and west gateway areas; the
Recreation District and the Mall District (see map to the right).
Further defined theme based Districts (areas identified by specialized uses,
such as parks and recreation, shopping and hotel, Mosque, restaurant, etc)
within these larger Districts are encouraged and should be strengthened
where they currently exist.
Development Zones
Urban Core: The study area urban core (approximate area bounded by Al
Matar and Munthaza Roads, B-Ring and Nawfal Bin Al Harith Roads) should be
a vibrant, compact, and walkable center of activity in the study area. The
core should be comprised of a central core area consisting of taller (max.
25m), high intensity mixed-use (residential/ commercial) buildings surrounded
by an equally vibrant, but shorter (max. 12-20m) mixed-use
(commercial/office/ residential) outer core area.
Transition Zones: The transition zones should serve as less intense connector
areas between the high intensity study area core and north, east and west
gateways to help create a varied study area experience. These areas are
ideal for theme based Districts (areas with similar or complementary uses such
as restaurants, retail shops, etc.) and should consist primarily of shorter, one to
two story (max. 10m.) commercial/office mixed-use buildings. Slightly taller
mixed-use buildings with ground floor retail/office and residential studios
above (max. 15m) are permitted both sides of Mansoura.
Gateways: The north and east entrances to the study area (along B-Ring Road
and Al Matar Road) should be well defined areas that make one’s entrance
into the study area a memorable experience. They should be taller (max.
20m), high intensity mixed-use at B-Ring Road (residential/ commercial) areas
with distinctive landscaping and signage marking the entrance to study area.
The Gateway treatment at Al Matar and Mansoura Roads is proposed to
integrate the southern end of the new Najma District with monument signage,
banners, extensive streetscape treatments.
The Mall/Hotel Zone: This zone is completely contained within the former Souq
Haraj property envelope and its land uses are re-zoned to accommodate the
new development. The zone’s location along Mansoura Road makes it an
integral part of the study area. It should be well connected through pedestrian
and greenspace linkages with the rest of the study area to ensure the success
of the entire study area.
Land Use & Development Zones
47
The Mosque Zone: The Mosque zone is an important historic area in the study area
of south Doha. It should contain many architecturally, socially, and culturally
elements in support of the new developments and the cultural importance of the
local Mosques. This zone should continue to retain the certain land uses to support
the growing residential community to enhance the overall character and create
a more healthy environment.
Within all of the study area, Districts (especially in the core and transition areas)
are being created with theme based zones. These zones should be lively,
walkable areas with similar or complementary uses that create a sense of zone
identity. These areas should be connected with each other and the central study
area core to create a dynamic and pedestrian friendly study area.
Mall/Hotel
Zone
Gateway
Gateway
Mosque
Zone
New
Park
Greenspace/
Gathering/Events
Najma
District
Center
Development Zones and Najma District Center
Mansoura
Najma
Mosque
Mosque

Proposed Land Use Plan – Package 26
Proposed land use changes consist of rezoning
street frontage along Haloul between C-Ring an D-
Ring Roads to Commercial. Numerous parks are
proposed with pedestrian links to provide safe and
attractive passage throughout the community. The
Wholesale Market is undergoing re-planning and
design and will better fit future development along
south Haloul.
48
Commercial
Corridor
Commercial
Corridor
Re-Planned
Wholesale Market
Single-Family
Residential
Corridor

Proposed Land Use Plan – Package 27 49
Proposed land use changes consist of relocating
light industrial and heavy commercial uses out of the
study area, removal of Souk Harjaj, integrating 1
Town Center and 3 District Centers. Numerous parks
are proposed with pedestrian links to provide safe
and attractive passage throughout the community.

Integrated Neighborhood Park
50
Integrating public parks, plazas and group
gathering spaces within the urban core are planned
to provide a more social, healthy and sustainable
living environment for the local residents.Healthy living…..

Overall Goals
The overall goals for the urban design and landscape design is to provide a
community where the local residents can live, work and play in a healthier
environment where social engagement is encouraged and promoted.
Shade Provisions
The comfort of the pedestrian is crucial to the development of any dense
development which strives to be economically viable. This is especially the case
today, when people have come to expect the climate control found in
contemporary buildings. Like much of the Middle East, Doha has many months of
extremely hot and dry weather.
Making the transition to a pedestrian oriented streetscape will require special
attention to the comfort of the walker. Dense development can increasingly
expect pedestrians to arrive by mass transit and walk to their destination.
Because they are the economic base for any development it is important that
pedestrians are comfortable. They will choose the most comfortable route,
avoiding blocks which are less comfortable or which create gaps in the
continuity of the protection.
Recommendations
• Overhead cover, offering adequate pedestrian protection from the sun and
rain should be provided along the right-of-way where buildings meet the street.
This should occur between three and 5 meters above the level of the sidewalk,
and should provide a minimum of 2.5 meters of cover in width. Cover should not
project closer to the curb than 1 meter.
• Overhead cover along the sidewalk may provide continuous protection
without being continuous itself.
• Cover may take the form of either a projection from the building, an arcade, or
a combination of the two. Arcades shall be open to the street.
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• Projections may take the form of fabric awnings which are retractable, fabric
awnings which are not retractable, or fixed non-fabric projected covers.
• Projected covers may be occupied by the building user, but should be accessed
only from the building and not from the sidewalk. Where projected covers are
occupied, they may also be supported by columns which fall in the right-of-way.
Columns in the right-of-way should not interfere with pedestrians or emergency
functions of the sidewalk. Maintain clear sidewalk width not interrupted by columns.
Provide sufficient space between curb and columns to accommodate the potential
of vehicles jumping the curb.
• Where buildings have been permitted to pull significantly away from the property
line due to new setback requirements, a free standing cover or tree/palm should be
provided along the right-of-way. Owners are encouraged in this condition to provide
pedestrian cover additionally at the edge of the building where it does not touch the
property line.
• Existing buildings which experience significant renovation should be required to
provide pedestrian protection as well. Landmark buildings may comply by installing a
detached cover in front of the building.
Urban Design & Landscape Goals
TREES, CANOPIES, SHADE, COOL, COMFORTBLE

Enhanced Streetscape
Circulation from one part of a study area to another without relief can be daunting to some
pedestrians. Streetscape amenities such as benches, trash receptacles, planters, pole lights,
kiosks, telephones and charging stations, news stands, drinking fountains, bike racks,
sculpture and water features enliven and support the public realm.
Cafe tables in the right-of-way can bring activity to the street. Small temporary Parklets can
be integrated on weekends where one (1) parallel parking space can be converted in to a
small seating area along the pedestrian routes.
Recommendations
• Widening of sidewalks is encouraged to allow for street furniture in the public right-of-way
for pedestrian use. High priority should be given to Mansoura, north Najma, Munthaza and
Khalidiya Roads.
• Coordinate street furnishings with the Qatar National Public Realm design guidelines
where applicable.
• Street furniture may be fixed to the sidewalk if adequate clear passage for pedestrians
and emergency access is provided. Avoid intrusions into the accessible route.
• Cafe tables and kiosks may occupy a portion of the public right-of-way if adequate clear
passage for pedestrians and emergency access is provided. Minimum 1.8m clearance.
• The design of street furnishings should unify areas with distinct character. Participation from
private property owners is encouraged.
• Appropriate planting may be provided as well.
• The use of Qatari artisans and artists in the creation of street furniture and artwork is
encouraged.
• Integrate small water features to cool micro-environments.
• Themed decorative pots and planters for visual interest.
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relax & enjoy

Pedestrian – Utility Structure Conflicts
Numerous utility boxes, manholes and other utility structures litter the existing
sidewalks and are a safety concern to the public, see images below. Relocation
of these structures is critical for ease of maintenance and to ensure the health,
safety and welfare of the local community.
Recommendations
• Utility connections and support should be located in the to avoid conflict with
pedestrian movement in the right-of-way and maintain accessible routes.
• Above ground utilities should be visually compatible with other streetscape
elements in color, material and finishes when possible.
• Utility lines (wires) should be placed underground in the public right-of-way.
• Manhole covers should be themed to the varying districts and integrate the Al
Sadu textures.
53
Pedestrian Level Lighting
Light quality can strongly affect the character of a place. Harsh light creates an
environment which seems inhuman, while too little light creates an environment which
feels unsafe.
The size and scale of lights and light poles will also impact the character of the
streetscape. Light fixtures scaled to the movement of cars will suggest to pedestrians
that they are in a car’s environment and that they may not be safe.
Both the scale of fixture and type of lighting can easily create the sense that the
sidewalks the domain of the pedestrian.
Proposed bases to these pedestrian level lighting fixtures are themed in the Al Sadu
colors and patterns.
Recommendations
• Urban Streets should be lit by pedestrian-scaled fixtures emitting warm light.
• A minimum of 12 lux of warm light should be provided in all space between the
building face and the curb along all streets.
• Lighting may be provided through the use of pedestrian-scaled pole fixtures, or
fixtures may be attached to the face of the building. The type and size of pole fixtures
should be as consistent as possible along a single block mounted on bases themed in
the Al Sadu colors and textures.
Visibility

Street Trees/Palms
Trees/Palms improve air quality, reduce storm water runoff, provide cooling effects for the
urban heat island, increase property values and create urban wildlife habitat.
They can also greatly increase the quality of life in Doha. An important design principle in
the streetscape design is the use of scale of the trees to the local space and its relevance
to the adjacent building and pedestrian corridor. Trees/palms that are too tall will dwarf
the pedestrian and will make the space uncomfortable.
Recommendations
• Trees should be provided along major pedestrian corridors in proper scale to the
pedestrians.
• Consider that the life span of street trees in urban areas is frequently limited by soil
volume. Provide as much soil volume as possible to support sustained tree growth in
existing or new sidewalks.
• Integration of Parklets should be considered providing temporary shade relief and
resting points for pedestrians. These Parklets will occupy one (1) parallel parking space
and will contain benches, trash receptacles and planting.
• Consider the use of structural soil or continuous street tree trenches to provide maximum
soil area for roots to spread, water and air to penetrate the root systems.
• Locate trees in expanded sidewalk areas in the parking zone to provide more area for
root systems.
• Allow sufficient room for tree canopies to grow and develop without conflict with other
building elements and signage.
• Install TSE and/or KISSS irrigation systems to provide recycled water to establish and
maintain trees. Provide drainage to storm sewer to not increase high water tables.
• In high pedestrian use areas, install tree guards to protect the trunks from damage.
• Consider the design of street tree layout in relation to the buildings and other
streetscape elements with regard to sustainable urban approaches.
• Select trees which are adapted to the harsh conditions of a desert urban environment.
• Allow stormwater to drain in to tree pits and planters with collector pipes to prevent
groundwater recharge.
54
palms
shade trees

Generous Pedestrian Level Windows
Long windowless walls prohibit visual connection between the inside of the building
and the sidewalk. People inside have no knowledge of those on the street and people
on the street cannot see inside. Walls with no windows can project the sense that
people outside are not trusted and that the area is not populated. It is this inability to
see inside and to be seen from the inside which creates the pedestrian’s sensation of
danger, and the real danger in unobserved places.
Windows not only create a feeling of trust and openness in a city, they also instill in
people on the street the feeling they could be assisted if in danger. This phenomenon,
“eyes on the street,” can help reduce crime by increasing the potential that offenders
would be seen.
Windows also provide visual interest such as ‘window shopping’ and allows pedestrians
to interact with shopkeepers.
Recommendations
• The lower two levels of buildings, where they face the street, should be made highly
transparent, through the use of windows or fixed glass panels.
• The use of reflective or highly tinted glass is not recommended and should be
discouraged.
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Promote Pedestrian Activity
Pedestrian related concerns are a priority in the creation of a successful urban
environment.
Tourism, conventions, and daily business all create pedestrian traffic. Currently,
vehicular needs dominate the streetscape at the expense of pedestrians. In some
areas, discontinuous sidewalks force pedestrians into the street to compete for
space.
Major points of interest study area, the intersection of Najma and Mansoura,
Mansoura at Munthaza and all the major intersections of the arterial roads need
better pedestrian connections. Improved wayfinding tools such as signs and
graphics together with continuous and adequate sidewalks would encourage
walking.
Recommendations
• Appropriately wide sidewalks should be provided from corner to corner along all
boundary lines.
• Sidewalks should abut the street curb. Sidewalks extending on and of private
property will meet at grade.
• Blocks without pedestrian connections should be identified and prioritized for
sidewalk construction.
• A new street sign system which unites study area and other urban centers should
be developed.
• Encourage street vendors, sidewalk cafes, etc. – food attracts pedestrian activity.
• Buildings should address the streetscape and reinforce pedestrian activity.
cafe’, reading, social, fun & accessible

Palm lined street with shade trees
provide much needed shade
relief in summer months
Sidewalk bulbs shorten crosswalk
lengths and provides space for
additional plantings
Stepping back buildings opens up
view corridors and pedestrian
character
Convenient on-street parking and
traffic calming
Building Setbacks and Shade Provisions
Low level windows to provide
visual interest and shop
interaction
56

Urban Corner Treatments
Above: Corner building cutbacks and setbacks, sidewalk
bulbs, and towers should be used at important
intersections to create small public spaces with a sense of
place. Additional design elements, such as architectural
detailing, awnings, first floor retail with large display
windows, outdoor eating areas and landscaped areas,
add to pedestrian comfort and are recommended
where appropriate.
57
relaxation

Bike Lane
Converted one way,
single lane carriageway
allows for more parking
Additional on
street parking
Infill Parking58
Palm lined street with shade trees
provide much needed shade
relief in summer months
Numerous locations within the
study area are lacking adequate
parking facilities.
One option to provide additional
parking is to require future
buildings to provide on-site
parking for its tenants with a
minimum ratio of 1 parking space
per unit.
A second option would be to
demolish older dilapidated
buildings and provide infill smaller
parking lots 1 block off the main
corridors.
Pedestrian access through sikkas
will allow shoppers and shop
tenants easy access.

59
Public Spaces
INCORPORATE PUBLIC SPACE AND GREENWAYS
Neighborhoods will be organized around a
hierarchy of public spaces, parks and green
connections. These greenspaces are shared by the
local community, encouraging social interaction,
creating recreational opportunities and strong links
to the Hot Spots for mobility. Policies should include
following:
Hierarchy of Public Open Spaces
Public Open Space are created using a hierarchal
order differing in size and location. Neighborhoods
will contain a hierarchy of open spaces that range
from public parks to smaller outdoor rooms, sikkas
and plazas. Spaces will transition from smaller urban
spaces or pocket parks towards the center of the
TOD to larger parks on the fringe of the
neighborhoods and Hot Spots. Community
amenities, such as fountains, sculptures and other
public artwork and seating will help create
identifiable gathering spaces.
Public Spaces Organized as Feature Development
Public spaces, such as parks and plazas, will be
utilized as an organizing landscape element for
various neighborhood developments and serve as
focal points for each neighborhood area. Public
spaces provide easily accessible green pedestrian
links for local residents. These public spaces will be
incorporated into the design near transit stops and
metro stations to increase the functionality and
visibility of the spaces.
Establish Clear Linkages between Public Spaces
Clear pedestrian and bicycle linkages will be
provided within public spaces. Pedestrian linkages
are provided along primary streetscape corridors
and are designed as urban “greenways” with
enhancements such as street trees, benches,
pedestrian-scaled lighting, landscape plantings,
and other related amenities.

60
Examples of Space-Making
Providing more public space for pedestrians is one of the main goals of urban
renewal projects taking place in cities around the world.
By planting more trees, implementing more sidewalks and bike paths and
establishing new seating areas, it is possible to design more welcoming places with
less traffic congestion and that promote sustainable methods of transportation, such
as walking or biking.
Brazilian group Urb-l launched the “Before/After” project, which compiles before and
after photos that show how cities have redistributed their public space.
Below is a treatment at the intersection of Najma at Mansoura. Numerous highrise
residential buildings, a local mosque and the proposed Najma Neighborhood Park at
B-Ring Road gives the local residents a sense of community, gathering areas, small
event spaces and a cultural draw from surrounding neighborhoods.
Coenties Slip, New York
Griffith Park Boulevard, Los Angeles
(Brazilian urban planning collective called Urb-I scoured Google Street
View images to find the most stunning public space transformations from
around the world.)

Sikkas and Pedestrian Links
Opportunities exist within both Packages 26/27 to link
adjacent neighborhoods and commercial areas to one
another.
Sikkas will play an important role and will offer
pleasurable experience for pedestrians on the move.
Opportunities to integrate seating, planting, shade
provisions, water features, art work and accent paving.
Sikkas will provide safe passage and will reduce street
side public walk numbers.
61

Parks and Open Spaces
P26/27 will offer a diverse series of public open spaces
for residents and visitors, expressed through different
scales and park typologies. Each will be appropriately
planted and shaded to offer respite from the sun
during the summer months and to help in creating
pleasant settings for social interaction and
entertainment.
The overall success of the P26/27 parks, open spaces
and stormwater facilities is related to their liveability,
usability and functionality. Collectively, allowing
people to interact, engage and communicate these
in desirable spaces and places will enhance the vitality
of the overall community. The diversity of public spaces
provides opportunities for people to gather in
organized or informal fashion.
The stormwater facilities provides for much needed
collection of surface runoff while providing a
recreational amenity throughout most of the year.
These dry depressions or wadi’s, allow for natural
ecosystems to generate naturally and provide a
sanctuary for local wildlife.
62
livability
recreation
Healthy
Parks and Open Spaces
social

Proposed Parks Network
The proposed parks network
provides many recreational
amenities within walking or
biking distances to all south
Doha Residents.
The heirarchal park system
should be developed to
provide the much needed
sports, active and passive
recreation opportunities for all
local residents to enjoy and
experience.
Shown is the Park Network
with pedestrian linkages
through walks, jogging trails,
bikeways and service
corridors.
63Proposed Public Parks Network
Najma
Neighborhood
Park
South Najma
Linear Park
Matar
Park

64 Najma Neighborhood Park @ B-Ring Road
Najma Neighborhood Park - Proposed
Najma Neighborhood Park
Najma Neighborhood Park is located on a previously used
ASHGAL facility and is strategically located along B Ring and
Najma Roads.
Adjacent land uses consist of mid and high rise residential
buildings with a higher population density. There are no local
mosques or public facilities within 800 meters.
Proposed for Najma Neighborhood Park is a combination of
uses and functions. The park will first serve as a stormwater
collection and re-distribution facility. Stormwater will be
collected and then released downstream to capture localized
flooding and surface run-off.
The park’s secondary function is to provide much needed
recreational activities and public facilities. Opportunities exist
to integrate a local mosque and community center for the
local residents.
Recreational activities include both passive and active
recreation. Playground for 2-5 year olds and for 6-12 year olds
will be provided. A unique dinosaur dig adventure play is
proposed adjacent to the lower level stormwater basin.
Open lawn for free play, picnics and holiday events is provided
along with bbq facilities. The community center includes an
events plaza with a water feature
The stormwater facility is terraced to 3 levels. The lowest level is
proposed to be set below the existing groundwater line and
provide a living and functioning mangrove while the upper 2
levels will serve as reserve catchment for overflow from the
lowest basin.

Proposed South Najma
Desert Linear Park
The proposed South Najma Desert
Linear Park located along a utility
corridor on Najma Road provides for
passive recreational activities with
no built structures on top.
The park will consist of a walking,
biking and jogging trail system set in
a natural desert landscape.
Use of varying size gravels in different
colors will add contrast, create a
rhythmic stimulation and be low
maintenance in nature. Added
visual interest with sizeable boulders
for climbing and sitting.
Primary use of this park will be
though sports fields and related
facilities. Due to utility corridors
below, shade trees may not be
allowed and the use of constructed
shade shelters will be the alternative.
Raised berms or mounds, will provide
options for tree planting.
Opportunities for the park to serve as
a temporary stormwater catchment,
is one alternative to assist in flood
prevention and lowering of the
groundwater table.
65South Najma Linear Park
LAWN
LAWN
LAWN
DECORATIVE
GRAVEL
ORNAMENTAL
GRASSES
ORNAMENTAL
GRASSES
DECORATIVE
GRAVEL
JOGGING
PATH
BIKEWAY
South Najma Linear Desert Park - Proposed
South Najma
Linear Park

Basic Principles
Stormwater runoff is the result of manmade hydrologic
modifications that normally accompany urban and suburban
development. Impervious surfaces, soil compaction, and tree
and vegetation removal alter water's movement through the
environment by reducing interception, evapotranspiration,
and infiltration and converting precipitation to overland flow.
These modifications impact not only the characteristics of the
developed site, but also the watershed in which the
development is located. Stormwater has been identified as a
major source of pollution for all water body types around the
world. However, the impacts of stormwater pollution are not
static—they generally increase with more development and
urbanization.
Traditional stormwater management practices focus on the
collection and rapid removal of rainwater away from the point
of impact, through a system of underground pipes and storm
sewers, transferring water directly to sewer outfalls without
any sort of pre-treatment. The primary focus is to reduce or
control localized flooding. The water collected by these
extensive systems is treated as a waste product to be disposed
of. This approach generates vast quantities of polluted runoff,
disrupts the natural hydrologic cycle, and adds to the
contamination and scouring of streams and rivers. In contrast,
"green" or sustainable stormwater best management practices
(BMPs) treat water as a resource to be preserved and
maintained, taking advantage of natural processes to clean
and filter runoff and emphasizing the importance of the
hydrologic cycle.
This new approach seeks to manage stormwater on individual
development or redevelopment sites in a decentralized
manner as opposed to the traditional approach of
concentrating and conveying runoff through pipes and
hardened channels to large-scale, regional ponds or basins.
The new approach seeks to slow runoff, mimicking a site's pre-
development hydrology and protecting headwater streams and
runoff conveyances from erosive stormwater flows. Slowing the
movement of water through a system leads to fewer problems
with erosion and increases the chance for on-site filtration and
purification of overland flow. This is often accomplished by using
vegetated areas in place of impervious surfaces. Plants serve to
slow the movement of water through an area, leading to fewer
problems with stream bank erosion and increasing the chance for
on-site filtration and purification of overland flow.
Detention ponds designed to accommodate the particular needs
of a specific site or installation, can reduce the quantity of water
transferred to stormwater infrastructure, improve water quality,
and add aesthetic and recreational value. BMPs are also often
more economical than traditional approaches. The emphasis on
built structures is lessened, which reduces installation and
maintenance costs.
The shift to more sustainable stormwater practices involves more
than a simple change in structural components; it represents a
new way of approaching the concept of stormwater management
and water use. Stormwater permits often include specific
requirements for the quality and quantity of stormwater that
leaves a developed site. While it is important to address these
minimum requirements, a “lowest common denominator”
approach does not allow for a full exploration of how stormwater
can best be used onsite. It is important to recognize that these
spaces can be designed for people to use and enjoy while still
meeting water quality and quantity requirements.
Stormwater Management
66
Flood Prevention

Stormwater and Infiltration Planters
Infiltration planters reduce runoff volumes by allowing
water to seep into the surrounding soils. By contrast,
filtration planters only cleanse stormwater runoff; they do
not allow infiltration.
In fact, they are lined specifically to prevent infiltration in
unsafe conditions. Infiltration and filtration planters differ
slightly in their location, piping requirements, and some
design features.
Stormwater planters can be modified to fit almost any
physical setting, and are therefore, optimal alternatives
for sites with conditions that restrict the use of other best
management practices.
Water Sensitive Urban Design
Water Sensitive Urban Design (WSUD)
Water Sensitive Urban Design (WSUD) integrates water
cycle management into urban planning and design.
Key principles of WSUD
Protect waterways
So that South Doha will maintain valuable community
assets that enhance livability and support the
ecosystems within the area.
Manage stormwater in the landscape
This reduces the volume and frequency of stormwater
drained and increases the quality before stormwater
reaches the Public Works drainage system.
Add multiple benefits while minimizing development
costs
A range of benefits such as alternate supply, improved
amenity and safety, and contribute to enhanced
livability by enhancing natural features such as
catchments and swales (wadi’s). WSUD will also
minimizes drainage infrastructure development costs
by reducing pipe sizes and potentially replacing other
large scale reticulated water systems with localized
solutions.
How WSUD can be applied
WSUD applications will include a range of
applications, including:
Grassed or landscaped swales
Infiltration trenches and bio-retention systems
Stormwater harvesting and reuse
Grey water harvesting and reuse
Urban forests
Porous pavements
Water table recharge and reuse
Where WSUD will be implemented
The applications are flexible and will be implemented
across South Doha and at different scales, from a all
roadways to the open space and park system.
Some examples of applications include:
New roads;
Drainage systems;
Residential neighborhoods;
Urban Core and Hot Spots;
Parks and open spaces.
Swales provide for stormwater conveyance and they
screen and remove gross pollutants, such as litter and
coarse sediment from stormwater run-off.
They bind pollutants to organic matter and soil
particles and pollutant removal is remove them by
settling, filtrating and infiltrating into the subsoil.
Swales may be used as an alternative to the
conventional street nature strip or center median strip
of roads as run-off collection points in car park areas in
conjunction with the sealing of rural roads to reduce
negative impacts from increased run-off volume and
frequency (where space and slope allows).
Reduce and delay storm run-off.
Retain particulate pollutants close to source.
Aesthetically appealing than kerb and gutter.
Relatively inexpensive to construct.
Source: http://www.melbournewater.com.au/wsud
67

Combination Park and Stormwater Facility
Section through Catchment
Swale/Wadi Catchment &
Sports Fields
Swale/Wadi Slope TreatmentSlope Treatment
Section through Slope at Catchment
Swale/Wadi Slope TreatmentCatchment &
Sports Fields
68

Public Arts Strategy
The Strategy identifies a series of
opportunities and locations to providing
public art ranging from community based
local works to iconic new major art
projects attracting business and visitors to
Doha that recognize the City’s role as a
cultural center.
Two types of artworks are proposed for the
overall image of Doha. First, Primary art
pieces located at major junctions in south
Doha. Second, secondary art pieces
located along major thoroughfares
between the primary pieces set in a
rhythmic theme connecting the corridors
together.
These art pieces may be seasonal in
design and can be replaced on a regular
basis pending the time of year, holiday or
special events taking place in Doha.
For example, with the 2022 FIFA World Cup
coming, many of these pieces can be in a
football theme welcoming visitors from
around the world and ramping up the
football spirit as visitors arrive from the new
Hamad International Airport.
Public Arts Strategy
Wow effect!
69

Sustainable Design is the philosophy of designing physical objects, the built
environment and services to comply with the principles of social, economic and
ecological sustainability.
Packages 26 & 27 sustainable approach applies to all three (3) design intensity
levels. The differentiation between the 3 categories will be design intensity and
material quantities.
The sustainable approach encompasses seven (7) primary methods to obtain the
desired goals and targets:
1. Intensity/Connectivity
Intensity also refers to urban connectivity, which suggests that future urban
development should take place adjacent to existing urban structures. When the
concept is applied to existing rather than new urban fabric, it refers to the
containment of further sprawl, rather than the reduction of the present sprawl.
Compactness of urban space can minimize transport of energy, water, materials,
products and people.
2. Sustainable Transportation
A sustainable urban transportation system limits emissions and waste to within the
area’s ability to absorb; is powered by renewable energy sources, recycles its
components, and minimizes the use of land; provides equitable access for people
and their goods and helps achieve a healthy and desirable quality of life in each
generation; and is financially affordable, operates at maximum efficiency, and
supports a vibrant economy.
3. Density
Is the ratio of people or dwelling units to land area. The relationship between density
and urban character is also based on the concept of viable thresholds: at certain
densities (thresholds), the number of people within a given area becomes sufficient
to generate the interactions needed to make urban functions or activities viable.
4. Mixed Land Uses
Mixed land use indicates the diversity of functional land uses such as residential,
commercial, industrial, institutional, and those related to transportation. Reducing
the need for travel is on the agenda of achieving sustainable urban form, and mixed
land use has a prominent role in achieving it. Mixed land use reduces the probability
of using a car for commuting, shopping, and leisure trips, since jobs, shops, and
leisure facilities are located nearby.
70
Sustainability Approach
5. Diversity
Lack of concentrated diversity can put people into automobiles for almost all their needs.
Diverse development contains a mixture of land uses, building and housing types,
architectural styles, and rents.
6. Passive Solar Design
Passive solar design is central to achieving a sustainable urban form. generally, the idea
of this design is to reduce the demand for energy and to provide the best use of passive
energy in sustainable ways through specific design measures. This design affects the form
of the built environment through, for example, the orientation of buildings and urban
densities.
7. Greening
Greening seeks to embrace nature as integral to the city itself and to bring nature into the
life of city dwellers through a diversity of open landscapes. Greening of the city makes
urban and suburban places appealing, pleasant (Van der Ryn and Cowan 1995;
Nassauer 1997) and more sustainable.
Sustainability
Public transit

71
Specific samples of sustainable practices that are commonly being used are:
Treated Sewage Effluent (TSE):
Waste water from homes and commercial buildings are processed at municipal
treatment centers to produce tertiary quality water that can be used for irrigation
purposes. In this way, potable water is not used and wastewater is recycled.
Microclimate Amelioration:
A combination of shade, increased wind flow and strategic use of water features and
planting can enable passive cooling.
Intelligent Irrigation Systems:
Central control systems that monitor field moisture, temperature and atmospheric
conditions for Package 26/27 will ensure that automatic irrigation systems limit water
wastage and optimize water delivery to planted areas. Package 26/27 will also utilize
innovative water saving technologies to further reduce water consumption. This will
mean that most all landscapes will require less than two liters of water per square
meter per day.
Water Efficiency:
Water will be efficiently managed throughout the study area through the choice of a
primarily native planting palette with low water requirements.

72
Major Attractions
Major Attractions
Proposed major attractions in south Doha
are exciting and are much needed
improvements in south Doha.
Developers are planning 2 new large
shopping malls at key locations from both
vehicular and pedestrian circulation points.
The first new mall, on Mansoura, will integrate
a hotel in an area inclusive of existing hotels
and will be adjacent to the proposed Najma
District Center.
The second hotel on Mansoura at Munthaza,
will offer a multi-story shopping and dining
venue directly across the street from the
upgraded Munthaza Park.
New park facilities offering both active and
passive recreation are proposed at B-Ring
and Najma and a linear park is proposed
along south Najma above an underground
utility easement.
The south Najma park will provide for
walking, jogging, biking, athletic fields and
off-street parking. No trees will be planted,
but shade shelters that are removable will
be integrated to provide for much needed
shade.
destinations
Take me there!

Case Studies
Case Studies
Notable sights
Peabody Place covers a dense variety of spaces, ranging from the
restored historic Peabody Hotel to the Center for Southern Folklore to the
nationally recognized and modern street-level offices of the Red Deluxe
Brand Development advertising agency. The area encompasses some two
million square feet and is connected by skywalks, corridors and trolley
stations.
Tourist locations nearby include Beale Street, FedEx Forum, the Orpheum
Theatre and AutoZone Park. The project's new and restored historic
buildings include a 15-story modern office tower, two apartment projects,
two museums, an enclosed mall, and numerous restaurants.
Improvements:
Family friendly, walkable streets, shade, lighting, furnishings, mixed-use
businesses, safety, wayfinding and attractions.
Case Study 1
Peabody Place District
Downtown Memphis went through a renaissance where numerous historic
destinations and new developments were being planned.
Most of south downtown received road and improvements, upgraded
streetscape design and much needed plantings of street trees.
Gradual Change
Gradual change made the process politically feasible and gave people the
opportunity to incrementally adjust their behavior. Lanes of car traffic and parking
spaces in the city center were eliminated slowly, 2-3% per year. The freed up space
was put to new uses, including bicycle and bus lanes.
One third of Copenhagen commuters now travel by bicycle, with 60-70% of cyclists
choosing to pedal even through rain and winter cold. Four times as many people
come to the city center now than thirty years ago. Traffic jams are a thing of the
past.
Case Study 2
Throughout Copenhagen, parking lots were converted from places to store cars into
places to enjoy life—places with public squares and markets. Although Danes had
little tradition of using outdoor public spaces, pedestrian-friendly changes proved to
be very popular.
Improvements:
Family friendly, walkable streets, shade, lighting, furnishings, mixed-use businesses,
safety, wayfinding and attractions.
Copenhagen City Center
Copenhagen’s city center was transformed into a welcoming place through the
slow conversion of streets to pedestrian-friendly areas
75

Concept Design Options
Design Options and Design Intensity Levels
Required for both Packages 26 & 27 are is the production of three (3) design options
and are defined as first, maximum build-out, second, adherence to physical
restrictions and third, a combination of the first and second where best engineering
practices and urban design principles are used in determining the best routing, land
acquisition strategy, traffic signalization and implementation of ideal urban design
solutions.
Application of Urban Design and Landscape Architecture principles to the design of
roadway corridors can significantly improve the roads' amenity and safety. Roads
designed for functionality alone usually have poor amenities, split communities and
can be dangerous to both motorists and pedestrians. In contrast, roads that
incorporate urban design principles are more pleasant places to be in, more livable,
strengthen communities and are safer. Good connections enhance choice, support
social cohesion, make places lively and safe, and facilitate contact among people.
The requirements for three different levels of design outcomes: namely Low Level
Design (LLD), Medium Level Design (MLD) and High Level Design (HLD). All roads in
these packages are designated as requiring either low, medium or high level design
interventions with key landscape interfaces as shown on the urban and landscape
designations map. These categories of design are defined in more detail in the table
to the right.
The HLD roads consist of Mansoura, portion of Najma and Munthaza from B-Ring to
C-Ring Roads. These are highly urbanized areas and require more aesthetics and
enhancements due to the existing population numbers.
The MLD roads consist of Najma south to D-Ring Road, C-Ring Road, Munthaza south
from C-Ring to D-Ring Road and the northern stretch of Haloul from C-Ring Road to
D-Ring Road.
The LLD roads consist of Haloul Roads south of D-Ring Road, D-Ring Road and Najma
south of D-Ring Road.
76
URBAN AND LANDSCAPE DESIGN – LEVELS OF DESIGN DEFINITIONS DESIGN
LEVEL TYPICAL CHARACTERISTICS
HIGH (HLD) Extensive landscaping (shrubs, ground covers and trees)
High level of context sensitive design (connectivity,
integration with adjoining land-uses and street network);
Enhances legibility and way-finding via landmarks and
distinctive/unique streetscape themes which contrast
visually with existing network;
May incorporate enhancements/modifications to land-use,
building façades, adjoining roadways, pedestrian
access/circulation, historic structures, community facilities
etc;
MEDIUM (MLD) Above standard level of landscaping and overall streetscape
design;
Some non-standard fixtures such as heritage signs, lighting
and seating used;
Limited use of design themes;
Medium level of context sensitive design;
LOW (LLD) Basic (standard ) level of greenery and tree plantings;
Standard streetscape fixtures typically used;
Drought tolerant/Xeriscape plantings;
Basic level of context sensitive design;

Package 26 consists of a short stretch of Medium
Level Design Intensity while the remainder from the
Expressway south is of a low level design intensity.
Concentrations of the streetscape design will be to
provide a unified paving pattern with sustainable
materials, site furnishings complimentary of the
National master plan and the provision of shade trees
to allow comfortable movements within the
residential areas and the rejuvenated Wholesale
Market.
Low maintenance and colorful landscapes will
enhance the public character and bring life to this
suburban corridor.
77Design Intensity Levels – Package 26

Package 27 consists of numerous corridors ranging
from High Design Intensity Levels to Low Design
Intensity levels.
The urban design and streetscape enhancements
are addressed using in-kind elements and
complimentary furnishings, textures, colors and
patterns.
The concentration of streetscape amenities are
poised to improve both vehicular and pedestrian
movements, comfort, experience and calming
effects of an improved outdoor environment.
Design Intensity Levels – Package 2778

Concept Design Options (3)
Option 1, Maximum Build-Out, maximizes road widening, acquires numerous
properties and minimizes pedestrian spaces. This is not a preferred option from an
urban design point of view.
With the growing population of Doha, maximum build out and additional high
volume roads are required in certain areas to meet the traffic needs. The following
concept images shows the Concept Design for the major interchanges extended
out to on/off-ramps where applicable.
Option 2 Maintaining existing Constraints, minimizes land take and integrates the
design adhering to existing conditions. Utility service corridors are left undisturbed in
the existing study area, whereas, improvements are made in the outlying areas
where available land allows improvements to be made.
Option 3, the preferred option, capitalizes on the strengths of both Options 1 and 2
and utilizes best professional practices in solving both traffic issues and creating a
unique urban environment fit for a growing public realm.
The following options adhere to and follow the Qatar National Design Guidelines for
the Public Realm in the overall approach, with further unique enhancements to
create unique settings for the public.
The field studies performed, experiencing the spaces added a perspective to the
daily lives and how the local residents conduct everyday activities. Through these
experiences, this report fulfills the much needed amenities and enhancements
required to satisfy the needs of the communities.
79

Haloul @ C-Ring - Option 1Package 26
The proposed design for the intersection at
Haloul and C-Ring Roads consists of a
Medium Level Design Intensity. The
streetscape provides for shade provisions
through the use of shade trees with palm
accents.
Understory plantings providing year round
color have been strategically located in
the higher activity zones. Benches, litter
bins and pedestrian wayfinding provide
for a comfortable environment for the
enhanced pedestrian circulation routes.
80

81
Haloul @ C-Ring - Option 2
The proposed design for the intersection at
Haloul and C-Ring Roads consists of a Medium
Level Design Intensity. The streetscape provides
for shade provisions through the use of shade
trees with palm accents.
Understory plantings providing year round color
have been strategically located in the higher
activity zones. Benches, litter bins and
pedestrian wayfinding provide for a
comfortable environment for the enhanced
pedestrian circulation routes.

Haloul @ C-Ring - Option 3
The proposed design for the intersection at Haloul
and C-Ring Roads consists of a Medium Level
Design Intensity. The streetscape provides for
shade provisions through the use of shade trees
with palm accents.
activity zones. Benches, litter bins and pedestrian
wayfinding provide for a comfortable
environment for the enhanced pedestrian
circulation routes.
82
VIEW

83
Haloul @ C-Ring - Perspective

Haloul @ D-Ring - Option 1
The proposed design for Option 1, maximum
build-out, at Haloul and D-Ring Roads consists of
a Medium Level Design Intensity. The
streetscape provides for shade provisions
through the use of shade trees with palm
accents.
South of D-Ring Road, Haloul the design intensity
drops form the Medium Level to the Low Level
for the remainder of the project limits.
pedestrian wayfinding provide for a comfortable
circulation routes.
Public Art has great potential in this refuge island
and the proposed treatments of the underpass
walls as well as the treatment of the columns
and walls of the overpass is themed with Al Sadu
accents.
84

85
The proposed design for Option 2 at the
intersection at Haloul and D-Ring Roads
consists of a Medium Level Design Intensity.
There is no over/underpass restricting
pedestrian movements. The streetscape
provides for shade provisions through the
use of shade trees with palm accents with
deep shade provided under the overpass
within a large refuge island. Medians
provide opportunities for more greenery,
safer pedestrian refuge islands and greater
separation of vehicular movements.
color have been strategically located in the
higher activity zones. Decorative gravel
bands create rhythmic patterning and
accents with boulders.
Benches, litter bins and pedestrian
wayfinding provide for a comfortable
circulation routes.

The proposed design for Option 3 at the
intersection at Haloul and D-Ring Roads
consists of a Medium Level Design Intensity
with an intricate under/overpass system.
The streetscape provides for shade
provisions through the use of shade trees
with palm accents.
color have been strategically located in
the higher activity zones. Benches, litter
bins and pedestrian wayfinding provide
for a comfortable environment for the
86
VIEW

87
Haloul @ D-Ring - Perspective

Haloul @ Messaimeer - Option 1
The proposed Option 1 design at Messaimeer
Road consists of a Medium Level Design
Intensity within an extensive multi-level
vehicular network. Low level design intensity
approaches Messaimeer in all directions with
the emphasis of design laced at the
intersection.
color have been strategically included
beneath the overpasses and the design
integrates benches, litter bins and pedestrian
level lighting provides night time circulation.
Opportunities for public art integrated on to
the overpasses, underpass walls and
sculptural pieces anchoring the corners.
88

89
Option 2 at Messaimeer Road has less of a
vehicular ramp system, but provides for
more direct access by pedestrians.
Shading is still provided by the overpass
and integrating Public Art and decorative
treatments to the overpass underbelly and
columns will be themed.
Shade trees and palms are kept back from
the intersection to allow views of oncoming
traffic and understory plantings are kept
low and will provide year round color.

90
Option 3 is preferred due to ample
pedestrian movements, the ability to
provide shade for pedestrians and
providing safe pedestrian circulation
through this large intersection.
The overall design consists of Low Level
design intensity approaching the
intersection, while medium level design
upgrades it. Tthe concentration of
design efforts in maintaining the Al Sadu
theme and provides an enhance
pedestrian environment.
Shade and palm trees are more spread
out and sidewalk treatments are
minimized, but adhere to ASHGAL and
QNDF design guidelines.
VIEW

91
Haloul @ Messaimeer - Perspective

Haloul @ Wholesale Market - Option 1
Option 1, at Wholesale Market,
integrates a 3 level vehicular
network and provides ample room
at the intersection corners. The
intersection provides much greenery
and shade inclusive of benches,
trash receptacle, pedestrian level
lighting and accent landscape.
Outside of the intersection, Haloul
Road restricts the pedestrian
movements and little shade due to
the maximum build-out or the road
corridor.
Pedestrian access to the many
facilities within the Wholesale Market
are provided with the overall
character being enhanced through
shade trees which also softens the
enormous structure of the overpass
and provides more human scale
92

93
Option 2 at Wholesale Market Road, has
minimal land grab, provides a more lively
setting where all vehicular movements are
on the ground plane.
Wider walks at the intersection provide an
abundance of space for pedestrian
circulation, but also reduces pedestrian
movements outside of the intersection.
Refuge islands play an important role to
pedestrians allowing brief stoppages while
crossing the roads.
Shade and palm trees supported by
flowering shrubs and groundcovers
enhance the setting to create an
enhanced arrival for the newly updated
Wholesale Market area.

Option 3 at Wholesale Market Road is a
result of combining design principles from
both Options 1 and 2. Ample room is
provided throughout the pedestrian
circulation network and shade provisions
through the use of natural vegetation
creates an enhanced and enjoyable
pedestrian setting.
The Al Sadu design is integrated creating
a uniform and rhythmic progression in all
directions. The paving design and
landscape amenities meet QNDF the
Public Realm Design Guidelines minimum
standards for development.
94
VIEW

95
Haloul @ Wholesale Market - Perspective

Haloul @ Villas South - Option 1
Option 1 for south Haloul located in the
middle of single-family villas, is a Low Level
Design Intensity zone. Street trees are spaced
further apart, yet provide a cohesive and
repetitious planting scheme.
Walkways are much wider and bikeways are
separated providing a safe environment for
both pedestrians and cyclists.
Sikkas have been designed to allow safe and
time saving links from adjacent
neighborhoods. Benches, litter bins and
pedestrian lighting provide for a comfortable
circulation routes.
96

97
Similar to Option 1, Option 2 for south Haloul Villas
is a Low Level Design Intensity zone. Street trees
and spaced further apart, yet provide a cohesive
and repetitious planting scheme. Wider
walkways and bikeways are separated providing
a safe environment for both pedestrians and
cyclists.
The right-of-way is more reduced the land grab is
non-existent, with the exception of new setbacks.
Sikkas have been designed to allow safe and
time saving links from adjacent neighborhoods.
Benches, litter bins and pedestrian wayfinding
provide for a comfortable environment for the

In Option 3 Street trees are placed on
bisecting roads with palms accenting
the medians. Simplified paving patterns
through the use of concrete pavers
available locally provide for ample
pedestrian movements.
Sikkas have been designed to allow safe
and time saving links from adjacent
neighborhoods. Benches, litter bins and
comfortable environment for the
Planters line the street separating
vehicles from the pedestrian circulation.
98
VIEW

99
Haloul @ Villas South - Perspective

100
Landscape Sections
Typical Section along Haloul Road

Munthaza @ C-Ring - Option 1
101
MUNTHAZA PARK
UPGRADED
HOLIDAY
VILLAS
The intersection of Munthaza and C-Ring
Road is unique with the soon to be
renovated Munthaza Park at the
northwest corner. With Holiday Villa
located at the northeast corner and
current expansions, anticipated
pedestrian traffic will increase.
The proposed design for the intersection
consists of a Medium Level Design
Intensity following the Al Sadu patterning
and provisions for shade through the use
of shade trees with palm accents.
Understory plantings providing year
round color have been strategically
located in the higher activity zones.
Benches, litter bins and pedestrian
lighting provide for a more comfortable
environment for the enhanced
pedestrian experience.
Package 27

Munthaza @ C-Ring - Option 2
Option 2 with its restricted land grab, integrates
a long underpass/tunnel system minimizing the
disturbance to the ground level vehicular and
pedestrian movements.
The proposed design provides on-street parking
adjacent to the new Munthaza Park and the
upgrading work at Holiday Villas. Ample
pedestrian space is provided with shade trees
encouraging increased pedestrian activities.
pedestrian experience.
102
MUNTHAZA PARK
UPGRADED
HOLIDAY
VILLAS

Munthaza @ C-Ring - Option 3 103
MUNTHAZA PARK
UPGRADED
HOLIDAY
VILLAS
Option 3 provides for full ground level
vehicular and pedestrian movements.
With added vehicular movements,
designing the pedestrian spaces and
circulation has been achieved.
Clear pavement markings, medium level
design intensity paving with enhance
landscape, provides safe and comfortable
movements to and from both the Holiday
Villas and Munthaza Park.
Flowering trees and shrubs soften the harsh
concrete landscape creating a gateway
treatment for traffic coming from all
directions.
Benches, pedestrian level lighting, litter bins
and decorative banners highlight the
newly upgraded Munthaza Park and
Holiday Villas.
Views to the iconic park structure will be
maintained for passersby.
VIEW

Munthaza @ C-Ring Perspective104

Najma @ C-Ring - Option 1 105
The intersection of Najma and C-Ring Roads
has a Medium Level Design Intensity and
consists of a multi-level vehicular circulation
network.
Al Sadu patterning plays a strong role in the
safety and comfort of pedestrian movements.
color have been strategically located in the
higher activity zones. Benches, litter bins and
pedestrian experience. Refuge islands
circumventing the intersection allows for
opportunities for Public Art and the walls of the
underpasses are decorative and themed to
this locale.
C-RING NAJMA

Najma @ C-Ring - Option 2106
The intersection of Najma and C-Ring Roads has
a Medium Level Design Intensity and consists of
a multi-level vehicular circulation network.
underpasses are decorative and themed to this
locale.
C-RING
NAJMA

Najma @ C-Ring - Option 3 107
The intersection of Najma and C-Ring Roads has
a Medium Level Design Intensity and consists of
a multi-level vehicular circulation network.
underpasses are decorative and themed to this
locale.
C-RING
NAJMA
VIEW

Najma @ C-Ring Perspective108

Najma @ D-Ring - Option 1 109
Option 1 for Najma at D-Ring Roads
integrates two (2) overpasses are
proposed adding unique vertical and
overhead elements not seen on the first
two options. They do provide some shade
for pedestrian and will provide additional
palettes to reinforce the Al Sadu design.
Palm trees line the roads edges while
large shade trees are proposed along the
centerlines of walks. A Low Level Density is
proposed, incorporating the Al Sadu
theming, but on a limited scale.
Public art is integrated beneath the
overpasses and provides iconic landmarks
as a means of city beautification, cultural
showcase and wayfinding.
D-RING
NAJMA

Najma @ D-Ring - Option 2
Option 2, provides for Al Sadu pavement
markings, low level design intensity paving
with enhanced landscape, provides safe
and comfortable movements while
crossing this busy intersection.
Flowering trees and shrubs soften the harsh
concrete landscape creating a gateway
treatment for traffic coming from all
directions.
Benches, pedestrian level lighting, litter bins
and decorative banners highlight this
intersection where pedestrian movements
will be moderate.
110
D-RING

Najma @ D-Ring - Option 3 111
Option 3 for Najma at D-Ring Roads utilizes
best engineering and urban design
practices in providing much needed shade
provisions, safe pedestrian crossings and
landscape features enhancing the multi-
level intersection.
Paving designs support the proposed Public
Realm Design Guidelines and use of locally
sourced materials provides for a sustainable
hardscape approach.
Proposed softscape will utilize low water
demand materials with an underground
irrigation system provides 100% irrigation
supply with 0% evaporation.
Public art with night lighting add to the
visual interest for passersby and provides a
landmark as part of the wayfinding system.
D-RING
NAJMA
VIEW

112 C-Ring @ Najma Perspective

Al Matar @ D-Ring - Option 1 113
Option 1 for Al Matar at D-Ring Roads
takes advantage of its proximity to the
old Doha International Airport which is
currently being utilized by the Qatar Air
Force.
The interchange is inclusive of the
standard road intersection, but integrates
a much larger vehicular network with
lengthy on and off ramps.
An excellent opportunity to provide
themed landscape elements to enhance
the intersection and corridors aesthetic
and upgrade this intersection.
Both hard and softscape are minimized
and follow the “The New Qatari Street”
National Public Realm Guidelines.

114 Al Matar @ D-Ring - Option 2
Both Options 1 and 2 for this intersection
are identical. Only minor road
improvement differences were made
which did not affect the urban design
and landscape architecture
improvements.

Al Matar @ D-Ring - Option 3 115
Option 3 for Al Matar at D-Ring Roads
takes advantage of its proximity to
the old Doha International Airport
which is currently being utilized by the
Qatar Air Force.
standard road intersection, but
integrates a much larger vehicular
network with lengthy on and off
ramps.
An excellent opportunity to provide
themed landscape elements to
enhance the intersection and
corridors aesthetic and upgrade this
intersection.
Palm trees line the roads edges while
large shade trees are proposed
along the centerlines of walks. A Low
Level Density is proposed,
incorporating the Al Sadu theming,
but on a limited scale.
Both hard and softscape are
minimized and follow the “The New
Qatari Street” National Public Realm
Guidelines.

Al Matar @ D-Ring - Option 4116
OLD DOHA
INTERNATIONAL
AIRPORT
TOYOTA

Al Matar @ D-Ring - Option 4 Enlargement 117
Option 4 for Al Matar at D-Ring
Roads the takes of advantage of
its proximity to the old Doha
International Airport which is
currently being utilized by the
Qatar Air Force.
standard road intersection, but
integrates a much larger
vehicular network with lengthy on
and off ramps. With a VIP
entrance.
The interior of the on/off ramp is
composed of varying ornamental
grasses, similar to the Hamad
International Airport with
statuesque palms and flowering
trees. The design is of low
maintenance and will be irrigated
with TSE water.
Both hard and softscape are
minimized and follow the “The
New Qatari Street” National
Public Realm Guidelines.
MOSQUE
EXISTING
PARK
VIEW

118 D-Ring @ Airport Option 4 Perspective

Al Matar @ D-Ring - Option 5 Park Enlargement 119
Option 5 Park enlargement is
identical to Option 4 with regard
to traffic and road configurations.
This option connects the existing
park and Mosque to the inner
circle and expands park
amenities.
The new amenities include a
playground, jogging and walking
paths, large sweeping beds of
ornamental grasses and a host of
date palms accenting this new
space.
MOSQUE
EXISTING
PARK
PARK
EXTENSION
SUBWAY
CONNECTION

120 D-Ring @ Airport Option 5 Perspective

Mansoura @ Munthaza - Option 1 121
Option 1 for Munthaza at Mansoura is
designed with numerous future projects in
the planning and design stages. First, a
new shopping mall in on the design
boards at the southeast corner of this
intersection. Second, Munthaza Park
upgrades are being designed for the
southwest corner. The largest project is
the widening of Munthaza Road, doubling
the right-of-way width.
The left side of Munthaza will be widened
and all properties and structures have
been purchased by the Doha
Municipality for the widening.
The widening offers numerous
opportunities to upgrade the right-of-way
inclusive of the Mansoura intersection.
Pedestrian movements will receive long
awaited upgrades for pedestrian comfort
and safety.
Mansoura and Munthaza have High Level
Design Intensities where shade tees and
palms are spaced closer together with
upgraded pedestrian amenities. Added
benches, planters, litter bins and
pedestrian wayfinding enhance the
visitors experience.
Shade provisions is the greatest need for
the local residents in this area. Pedestrian
traffic will increase by large proportions
needing access to the upgraded
Munthaza Park and the new shopping
mall.
Shade trees, shade shelters at road
crossings and refuge islands will provided
for comfort and safety.
Future Shopping Mall
Upgraded
Munthaza
Park
View north along Munthaza with Mansoura
entering on right.

Mansoura @ Munthaza - Option 2
Option 2, minimizes land grab opportunities
and preserves the current vehicular
circulation.
The landscape and amenities proposed
consist of vandal resistant benches, litter
bins and a strong upscale paving
consisting of concrete pavers supporting
the National Design Guidelines for all of the
public realm.
Option 2 provides shorter crossing
distances for pedestrians entering the
intersection. Safe passage along the
median and refuge islands connects
pedestrians to both the future shopping
mall and the upgraded Munthaza Park.
122
D-RING
NAJMA
Upgraded
Munthaza
Park

Mansoura @ Munthaza - Option 3 123
the planning and design stages. First, a new
shopping mall in on the design boards at the
southeast corner of this intersection.
Second, Munthaza Park upgrades are being
designed for the southwest corner. The
largest project is the widening of Munthaza
Road, doubling the right-of-way width.
and all properties and structures have been
purchased by the Doha Municipality for the
widening.
The widening offers numerous opportunities
to upgrade the right-of-way inclusive of the
Mansoura intersection. Pedestrian
movements will receive long awaited
upgrades for pedestrian comfort and safety.
The new shopping mall, a destination place,
will increase pedestrian movements and the
streetscape should be enhanced and
capable of handling these increased
movements.
benches, planters, litter bins and pedestrian
wayfinding enhance the visitors experience.
Upgraded
Munthaza
Park
VIEW

124 Mansoura @ Munthaza Perspective

Mansoura @ Al Matar - Option 1 125
the planning and design stages. First, a
new shopping mall in on the design
boards at the southeast corner of this
intersection. Second, Munthaza Park
upgrades are being designed for the
southwest corner. The largest project is
the widening of Munthaza Road, doubling
the right-of-way width.
and all properties and structures have
been purchased by the Doha
Municipality for the widening.
The widening offers numerous
opportunities to upgrade the right-of-way
inclusive of the Mansoura intersection.
Pedestrian movements will receive long
awaited upgrades for pedestrian comfort
and safety.
The new shopping mall, a destination
place, will increase pedestrian
movements and the streetscape should
be enhanced and capable of handling
these increased movements.
benches, planters, litter bins and
pedestrian wayfinding enhance the
visitors experience.
Future Shopping
Jaidah Square
iKhatib & Alami

Mansoura @ Al Matar - Option 2126
D-RING
NAJMA
Both Options 1 and 2 for this intersection
are identical. Only minor road
improvement differences were made
which did not affect the urban design
and landscape architecture
improvements.
Future Shopping
Jaidah Square
iKhatib & Alami

Mansoura @ Al Matar- Option 3 127
Option 3 for Mansoura at Al Matar is
designed to create a gateway treatment.
An abundance of flowering trees, shrubs
and groundcovers having floral displays
throughout the year liven up this
intersection where new developments are
being undertaken.
Locally operated Crowne Plaza Hotel,
new high rise apartments and the Holiday
Inn under construction, pedestrian
movements are dramatically increasing.
The future shopping mall and hotel west
on Mansoura at the old Souq Haraj, will
also attract more vehicular and
pedestrian traffic.
Several hotels already exist along Al Matar
within walking distance and the planned
Town Center and Metro development will
increase the transit population in
dramatic proportions.
Safe passageways, adequate sidewalk
widths and pedestrian comforts will be
themed creating an urban environment
for this fast rising area.
Shade provisions do not exist along
Mansoura and with its east/west
orientation, long, hot summer afternoons
creates unbearable walking conditions.
The primary treatment for pedestrian
comfort will be shade trees and shade
structures to assist in micro-cooling the
pedestrian environment.
Jaidah Square
iKhatib & Alami
Future Shopping
VIEW

128 Mansoura @ Al Matar Perspective

129
Landscape Sections
Typical Section along Mansoura Road
NEW PROPOSED
RETAIL MALL

100
Landscape Sections
Typical Section along Najma Road
C-RING

129
Landscape Sections
Typical Section along Munthaza Road
MUNTHAZA
MUNTHAZA PARK
HOLIDAY VILLA

100
Landscape Sections
Typical Section along C-Ring Road
C-RING

129
Landscape Sections
Typical Section along D-Ring Road
D-RING

134
Plant Palette
The purpose of the Qatar Public Realm (QPR) Vegetation and Planting Strategy is:
The QPR Vegetation and Planting strategy is aligned with the Landscape Character
Areas Zoning Strategy that identifies a set of design and selection objectives.
Implementation of this strategy will contribute to achieving these objectives,
addressed through a robust, aesthetic and sustainable planting strategy.
The Value of Landscape
Vegetation is important for its inherent values, external values, and ecosystem
services. Both native and non-native plants provide benefits. Inherent values
include biodiversity, cultural and spiritual values. External values include social and
economic values. Key benefits include ecosystem services such as salinity
prevention and carbon suppression. In the urban environment vegetation is valued
for beautifying streetscapes, parks and gardens as well as regulating temperature
and providing shade.
Xeriscape
Central to this water-sensitive sustainable approach to planting is the use of
xeriscape principles that require little or no irrigation, using native tree and plant
species, which are naturally adapted to the climate of Qatar. This is especially
important in relation to rural roads and expressways. This will dramatically reduce
the need for TSE irrigation and will also support the indigenous habitat of Qatar’s
diverse flora and fauna. It is an internationally recognized concept that subscribes
to the following key principles:
• Water conserving landscaping
• Restricted use of plants that have high water demands such as lawn grass
• Use of drought tolerant / water sensitive plants
• Water harvesting techniques where applicable
• Appropriate and water efficient irrigation methods
• Use of mulches
• Appropriate maintenance practices
THE NEW QATARI STREET. NATIONAL PUBLIC REALM GUIDELINES , Volume 3 –
3.1 Strategic Planting Objectives, 2014
CO2
Reduction
Lower
temps
UV ray
deflectio
n
Wildlife
habitats Retail
frontage
Social
interaction
Stormwater
collection
Enhance
d comfort
Sustainable street tree planting approach
Packages 26 & 27 Planting Approach
The planting approach for Packages 26 & 27 is based on a thematic design
supporting the Al Sadu patterning and color selection based on each corridor.
The colored theming of the plant material through flower and leaf color, fruit color
and will be included in the palette of site furnishings.
Shade trees, of lower usage, will be the primary shade provider while using hardy
shrub and groundcover species to demark boundary edges, soften curb lines and
assist in reducing visual glare from vehicular traffic.

135

136

137

Plant Palette: Mansoura138

139Plant Palette: Najma

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