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2019a) (Shaaban, Gaweesh, and Ahmed 2020) non-compliance at intersections (Shaaban and Pande 2018; Shaaban,
Wood, and Gayah 2017), and different safety problems among young drivers (Shaaban and Hassan 2017; Shaaban
2019b).
As planning for the forthcoming World Cup in 2022 also progressing, and with the fluctuation of fuel prices, the
country is on the cusp of a period of unprecedented transport development. The authorities in Qatar have been
proactive in addressing this expansion and addressing issues arising from the rising traffic volumes that are a direct
result of the substantial economic growth over the past decade. The authorities have implemented (or are in the process
of implementing) several major contracts to assist in the delivery of a world-class network. By the very nature of the
rapid transport development, many contracts are running in parallel; which made the country a massive work zone.
However, it is vital for the development of coherent policy, strategy and implementation that this commission must
interlink and provide crossover of ideas and concepts. The Public Work Authority (Ashghal) are committed to
maintaining and enhancing all elements of the growing national road asset. It has been recognized that there is a need
to enhance the existing Operations and Maintenance (O&M) capacity internally. The O&M team capability will also
be augmented with the outsourcing of services contained within the Network Management Services for the entire
infrastructure.
A National Intelligent Transportation System (ITS) Master Plan has been developed for the State of Qatar (PWA
2012). The National ITS Master Plan and its supporting National ITS Architecture and National ITS Action Plan
document provide the strategic framework under which ITS Systems and services will be designed, deployed,
operated, and maintained in Qatar before 2022. The National ITS Master Plan comprises 15 strategies that, when fully
deployed, will deliver a world-class fully optimized transportation system (PWA 2013b). The deployment and
operation of the full-scale ITS system will have a great impact on the transportation system in Qatar. The impact
ranges from greatly enhancing the control capabilities of the network operators to enhancing the driving experience
of the road users by helping them to travel more safely on less congested roads. With improved information services
and integration, ITS bring economic, environmental, and cultural benefits to Qatar in many ways.
Authorities in Qatar have many areas to enhance and roles to fulfill to achieve an efficient ITS network to give
road users high-quality transportation systems and services. For that to be attainable, stakeholders in Qatar will have
to interact to successfully deploy and operate ITS projects in the state. These stakeholders identified as having an
interest in the planning, design, construction, operation, maintenance, and use of the multimodal transportation
network in Qatar. Stakeholders may own or operate ITS equipment, or may manage, support, or be impacted by (i.e.
have a dependence on) the surface transportation system in Qatar. Key stakeholders with regards to the ITS systems
include Ashghal, Ministry of Interior (MOI), Ministry of Transport and Communications, Supreme Council for
Information and Communications Technology, Qatari Diar - Lusail Development, New Doha International Airport -
Qatar Airways, Qatar Railways Company, Qatar 2022 Supreme Committee, Mowasalat– Taxi and bus, Doha Port
Authority, Hamad Hospital Ambulance and Flying Bird Services, and Kahramaa. The purpose of this paper is to
investigate the challenges in the implementation of ITS in Qatar. The paper outlines the existing ITS implementations
in Qatar, planned ITS services and technologies for deployment, and challenges facing the deployment of the systems.
2. Existing ITS Systems
Within the State of Qatar, there are several major ITS projects being implemented to support the nation’s economic
growth and to become a true competing world country. An inventory of the existing ITS deployments in Qatar was
prepared as part of the development of the National ITS Master Plan. The ITS roadway network deployments
identified as currently in use are listed below:
2.1.1. Traffic Management Center (TMC)
All ITS operations will be managed from the TMC located at the National Command Center. The local control
center of each ITS scheme will be operational to serve the intended ITS infrastructure and systems in the intended
area until all systems are integrated into the TMC.
2.1.2. Traffic Signal Systems
The state of Qatar is leaning towards replacing roundabouts with traffic signals. Part of the ITS systems in the
traffic signals is known as Adaptive Urban Traffic Control Systems. The most known one and the one being
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implemented in Qatar is the Sydney Coordinated Adaptive Traffic System (SCATS). Currently, 26 intersections out
of signalized intersections in Doha are controlled by SCATS.
2.1.3. Closed-Circuit Television (CCTV) cameras
Numerous CCTV cameras are deployed at intersections and most notably, on main expressways such as Doha
Expressway and Salwa Expressway. The current total number of operational CCTV cameras is more than 140. The
current purpose of the deployment of the CCTV Cameras is surveillance of the road network. Most of the current
CCTV Cameras deployed around Doha are operated by MOI.
2.1.4. Dynamic Message Signs (DMS)
Through 2016, several DMSs were introduced throughout Doha. The existing number of DMS exceeds 40 signs.
The signs were deployed throughout major routes in the City of Doha, signs are strategically deployed in newly
constructed expressways, which gives the control center full control over the roadway by displaying information
messages to drivers of the road condition ahead and the expected journey time.
2.1.5. Lane Control and Variable Speed Limit Signs (LCS and VSL)
The primary function of LCSs is to maximize roadway capacity and improve road safety. LCSs can provide lane-
specific information to road users, such as speed and lane usage (using a green arrow or a red cross indicating land
closure). Currently, over 30 signs along sections of Doha Expressway and around Ras Abu Abboud Tunnel are
deployed. However, this is still a small number in comparison with the deployment guidelines that indicate the
necessity to provide overhead LCS every 500 m on all expressways (PWA 2015).
2.1.6. Weigh-in-Motion (WIM) Systems
Weigh-in-Motion stations were deployed to detect overweight vehicles. After detection, the vehicle is supposed to
exit the road to protect the roadway pavement. Currently, six systems along Salwa Highway and one system along
Dukhan Highway are deployed to protect those highways. The implementation on Salwa Road, Qatar has successfully
reduced the number of over-weight violations from over 83% in 2007 to less than 1% by December 2011.
2.1.7. Overheight Vehicle Detection Systems (OVDS)
Many OVDS were deployed along various highways throughout Qatar for the protection of structures that do not
meet the minimum height clearance requirement. Overheight vehicles are alerted after being detected by this system
and then rerouted to protect the structure. Overheight vehicles will be detected by the OVDS systems. This system is
connected to the DMS ahead of the decision point (ahead of the roundabout) so that the vehicle can exit the intersection
from the right turn lane and avoid any damage to the structure.
3. Future of ITS systems
3.1. ITS Subsystems
Even though some of the subsystems may be found around Doha, they are not fully functional as planned. This
section explores the different subsystems and how the different parts are integrated as part of the future plans of the
ITS Network.
3.1.1. Traffic Management Center
When the construction of the TMC is completed and the center is fully operational, a Traffic Management Master
Software will be deployed to integrate and optimize the functionality of all ITS subsystems in the country. It forms
the User Interface for the TMC operators, giving them a single interface to control and operate the roadway network
through the ITS systems. The Traffic Management Master Software comprises decision support functionality which
offers the TMC operator a range of response plans when an incident or congestion has been detected. In addition, it
enables the TMC to optimize roadway network performance by managing it on a strategic level through the
prioritization of zones or corridors. A key tool in reducing congestion by routing drivers away from congestion and
incidents and optimizing the performance of priority zones and corridors, services are reliant on accurate and timely
traffic information. If drivers cannot rely on the quality of the information they receive, they are likely to ignore it.
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3.1.2. Automatic Incident Detection (AID) Systems
AID systems analyze in real-time, the data from traffic detectors that detect the presence of vehicles and their
characteristics. The AID system will raise an alert in the TMC when the data analysis identifies a potential incident
(e.g. crash, fire in a tunnel, vehicles traveling the wrong way, etc.), the TMC Operators team can then verify if there
is an incident by checking the nearest CCTV camera/s. For the near future, Qatar AID systems will use fixed point
traffic detectors. These include inductive loops, radar, video-based AID, and magnetometer detectors. As per the ITS
Deployment Guidelines, AID systems are currently a part of every Expressway ITS design, with Video-Based AID
being deployed in tunnels and either Magnetometer detectors or Radar AID on long stretches of roads (PWA 2015).
3.1.3. Closed Circuit Television Cameras
CCTV cameras provide surveillance of the transportation system and enhance situational awareness. CCTV enables
the operators to perform monitoring, detection, verification, and response activities. The deployment strategy of
CCTV cameras indicates that they will be installed throughout the Qatar roadway network to give 100% coverage of
the roads and intersections (PWA 2015).
3.1.4. Weigh-in-Motion Systems
WIM systems will be dynamically monitoring the weight of vehicles using sensors embedded in the road surface
and raise an alert at the roadside DMS if any. The only difference for the future plans of this subsystem is its connection
to the TMC. An alert will be sent once an overweight vehicle triggers the sensors to the TMC when an overweight
vehicle is detected. As for the planned deployment locations, Ashghal published a memorandum with the WIM
deployment strategy around the state of Qatar.
3.1.5. Overheight Vehicle Detection Systems
The current OVDS systems deployed in Qatar are fully operated when considering the detection of overheight
vehicles and the alarm that alerts a violator. However, the integration of all ITS networks will ensure that operators
are alerted of any violation as well as ensuring all data about the violators are collected. OVDS systems will be
strategically deployed in Qatar to protect all sub-standard structures around all major truck routes in the country.
3.1.6. Road Weather Information Systems (RWIS)
RWIS measure and monitor roadway weather conditions using different sensors. RWIS collects information related
to different weather conditions such as wind speed and direction, solar radiation, visibility, and temperature. The
information can be used to inform drivers of adverse conditions (e.g. sandstorms or fog), to determine when to conduct
road maintenance operations safely or when roadway maintenance is required. The RWIS systems in Qatar will be
linked both to the TMC and to nearby DMSs and/or VSL signs which will automatically warn drivers of adverse
weather conditions and reduce speed limits as part of the automated operations. The TMC will disseminate this
information on a wider scale using strategic DMS and other available information dissemination methods. Ashghal’s
maintenance teams will also have access to the data to use it in determining pavement and structures maintenance
interventions. RWIS will be strategically deployed around Qatar to cover all major and heavy congested roads.
3.1.7. Tunnel Safety Systems
Per the ITS Specifications in Qatar, a tunnel is a subsurface or enclosed highway structure of a length greater than
90 m with limited access and egress (PWA 2013a). The planned tunnels operations are extremely delicate and
complicated as it combines incidents, fire, smoke, and vehicle over-height detection systems to dynamically detect
any safety risks on the entrance to or inside a tunnel. The Qatar tunnel safety systems will comply with NFPA 502
and European Union Directive 2004/54/EC as a minimum (PWA 2015). All the different systems in the tunnel (i.e.
ventilation, fire detection, ITS, etc.) will be connected through software called SCADA. If any systems detect any
risk, an automatic response will be triggered through the SCADA system (e.g. fire extinguisher fans) in the tunnel and
immediate alerts in the TMC, who will then set warning messages on DMSs, close the tunnel to further traffic using
Lane Control Signs (LCS) and reduce speed limits using VSL signs. The OVDS will flash warning messages and/or
warning sirens for over-height vehicles and prohibit their entry into the tunnel. CCTV cameras will be required in all
tunnels. CCTV will also be used to provide heat-mapping of commercial vehicles and warning systems provided to
remove these from entering the tunnels, in the event of detection of a potential problem (e.g. over-heating engine
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and/or brakes). Transportation of regulated goods (previously called HAZMAT) on the approaches to tunnels will be
tracked in Qatar using Automatic Vehicle Location (AVL) and License Plate Recognition (LPR) devices which will
enable the TMC to identify vehicles carrying high-risk regulated goods and arrange for them to be escorted through
tunnels. The tunnel system will be temporarily controlled locally until the TMC is fully operational.
3.2. Impact on Road User
Driver compliance and interaction with the ITS systems and services is an essential component of the success of
the National ITS Program. In the future, drivers will be able to receive dynamic information on roadway network
conditions in-vehicle. This should influence their route choice or driving behavior (e.g. slowing down if a DMS is
telling them there is an incident ahead (i.e. crash), if the information is ignored by drivers or is not trusted to be an
accurate reflection of roadway network conditions then this will severely limit the effectiveness of the ITS services.
3.3. Impact on Road Safety
Improving Road Safety is one of the primary objectives for deploying ITS throughout the world, there are three
main areas where ITS deployments will contribute to improving Road Safety in Qatar. The three areas can be
summarized as follows:
3.3.1. Reducing Traffic Accidents
The reduction in traffic accidents through ITS systems can be achieved through the following approaches:
• Enforcement – Detecting and deterring dangerous driving and reducing average speeds using fixed speed,
average speed, and red-light running enforcement systems.
• Varying Speed Limits – Varying the speed limits on roadways to adapt to traffic flows and speeds will reduce
the stop/start characteristics of congested traffic and therefore reduce the number of rear-impact incidents.
Variable Speed Limits will also be used to reduce speed limits in hazardous driving conditions (fog, sandstorms,
etc.). This will be controlled by the traffic department in the MOI once fully functional.
• Warnings of hazards ahead – Messages about hazardous driving conditions or incidents will be displayed on
DMSs, warning drivers that there are problems ahead so that they can reduce speed or react accordingly
• Roadway Weather information – Dynamic detection of adverse weather conditions that can cause dangerous
driving conditions and warning drivers accordingly. Maintenance teams will be dispatched quicker too (e.g. to
clear drifting sand when high winds have been detected or predicted), minimizing secondary impacts and
improving accident survival.
3.3.2. Improve Accident Survival
ITS systems can help improve accident survival chances through the following approaches:
• Automatic Incident Detection - Faster incident detection and response can improve the survival chances in
serious accidents. The Roadway Incident Management Program will include ITS measures that will help
emergency vehicles reach accident locations in a shorter time.
• Automatic Vehicle Location – Vehicle tracking devices on Emergency Vehicles will enable the Emergency
Services to dispatch the nearest suitably equipped vehicle to respond to an incident, this will help to reduce the
response time to the incident.
• Pre-emption devices - The introduction of pre-emption devices in traffic signals will greatly affect the response
time of emergency vehicles and thus increasing the accident survival odds.
3.3.3. Minimize Secondary Impacts
ITS can also aid roadway operators in minimizing secondary impacts through the following approaches:
• Dynamic message signs – Warning drivers of hazards to enable them to reduce their speed or react accordingly.
Also, diversion routes will be given to re-route traffic away from the area of an incident.
• Intelligent road markings - Warning drivers of danger using flashing road markings
• Variable Speed Limits – Reducing speed limits when there is an incident ahead.
• Automatic Incident Detection CCTV –Faster detection of incidents through Automatic Incident Detection
and CCTV cameras will improve the management and clear up of incidents.
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• In-vehicle driver assistance - Warning drivers of hazards to enable them to reduce their speed or react
accordingly, including collision avoidance and Intelligent Speed Adaptation. Also, diversion routes will be given
to re-route traffic away from the area of an incident.
3.4. Existing Versus Future Systems
Table 1 provides a comparison between the approximate existing number of ITS systems currently deployed around
the country versus the future planned systems. The existing numbers are approximate since these numbers keep
changing due to construction. Exact quantities of ITS devices could not be estimated for all systems since the majority
of ITS designs are not final or accessible. However, Table 1 provides an idea of the deployment and placement of the
systems (Expressways, arterials, etc.).
Table 1. Summary of the Existing Systems versus the Planned Systems
ITS System Existing* Future
Traffic Signal Systems ≈ 30 intersections Every intersection on arterial and major collector
roads
CCTV Cameras ≈ 140 Cameras Deployment plans are to cover the roadway
network (all intersections and roads. Exact
numbers are not available.
Dynamic Message Signs ≈ 40 signs Deployment plans are to cover all major decision
points on expressways and arterial roads. Exact
numbers are not available.
Lane Control Signs ≈ 30 Sets Deployment plans are to cover all major decision
points on expressways and arterial roads. Exact
numbers are not available.
Weigh-in-Motion 6 WIM systems 70 WIM systems
Over-height Vehicle Detection 25 OVDS systems 65 OVDS systems
Road Weather Information System None 21 Systems
* These numbers change over time.
4. Discussion
With proper planning and coordination, the ITS network will provide a new dimension of monitoring and control
of the transportation network in Qatar. However, for a fully functional, practical, and integratable ITS network, the
following issues need to be considered and addressed.
4.1. Stakeholders Coordination
The first issue is related to the current situation of the different ITS subsystems. Due to the involvement of different
stakeholders, there is a need for an organized structure that clearly defines the roles and responsibilities of each
stakeholder. Standard operational procedures should be shared among all stakeholders. The lack of cooperation and
communication can lead to duplications of some systems.
4.2. Adopting Other Countries’ ITS Systems
It is not necessary for a system that proved to work efficiently in one country to work the same way and result in
the same range of accuracy in another environment. Many factors can contribute to the performance of such a system
that can ultimately prove that it is not suitable to work in Qatar. Some systems may not achieve the required accuracy
due to the extreme humidity and heat and the abnormal traffic conditions in the country. All products or systems must
be tested extensively in the environmental conditions and high traffic volume of the country to ensure that they can
operate with the desired accuracy.
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4.3. Keeping up with the Technology
There is a big debate on the amount of time that it takes for the planning and installation phase of the ITS systems.
The current technologies were introduced around the time where the ITS department was initiated in Ashghal, in 2011.
A critical issue is that the technologies might be outdated because of this long period and planning must be for
technologies of the future. It is crucial to achieving the appropriate balance between moving beyond the existing
technologies of today and planning for the new technologies of the future. There are two extremes when it comes to
this issue. If planning is done based on the current approved list of ITS requirements and devices, the planning is being
developed on older and traditional systems that have been implemented years ago in other countries, where the benefits
can be limited. This would not position the country to take full advantage of their ITS program and implement a
cutting-edge ITS system with maximum benefits to both road users and stakeholders. The other extreme is to always
plan for newer devices to keep up with the technologies. However, being too optimistic about the new technologies
may come with the risk of the systems not achieving the desired targets of functionality or accuracy.
4.4. Existing Systems Integration
Many ITS subsystems were deployed before the release of the national ITS guidelines and the ITS Specifications
by Ashghal in 2013. Not all content of the guidelines was followed when designing and installing these subsystems.
In April 2017, Ashghal released the first version of a document detailing the ITS Verification and Validation Plan.
These documents are directed at the parties that are involved in the design and implementation of the ITS systems.
Expected users of these documents are designers, systems integrators, contractors, supervision consultants, and
equipment vendors. The documents state that ITS devices should follow The National Transportation
Communications for ITS Protocol (NTCIP) Guide. The purpose of this document is to assist in understanding,
specifying, and using a consistent set of defined and standardized communications protocols and methods for ITS
devices. The NTCIP collection of data and protocol definitions should be used to assure that devices and systems,
both at the roadside and between control centers, use open protocols and can easily communicate with each other
(PWA 2017). Since this document is very recent, it is not guaranteed that all ITS subsystems installed before the
release of the documents have the same connection protocol. Thus, there is a chance that those devices can’t be
integrated into the same system.
4.5. The Country’s Culture
When planning the ITS systems to be implemented, authorities must recognize that past experiences from other
countries may not perfectly be suitable in Qatar. Cultural and legal issues are often causes of interruption to the success
of ITS programs and systems. Many ITS systems require adjustments to the traffic law to be permitted for use or for
them to be highly effective. Authorities and public safety departments may also face cultural barriers that limit the
effectiveness of information sharing, sharing of CCTV video images, or coordination on incident response. For
example, the authorities refused the concept of having front-facing automated incident detection cameras inside
tunnels even though it is recommended by the manufacturer to achieve higher accuracy. So, there is always a concern
regarding the balance between respecting the culture and ITS systems efficiency. There are also some concerns
regarding the driver’s behavior when it comes to compliance with the information given by ITS systems such as LCS
and DMS.
4.6. Budget Constraints
Whilst Qatar’s economic outlook looks favorable in the short to medium term, the huge decrease in oil prices has
impacted Qatar as oil is the main source of income for the state of Qatar. This caused a huge drop in Qatar’s budget
for infrastructure. Many of the previously funded projects were deferred to post 2022. A huge rationalization exercise
was done on the designs of expressways and local roads and many of the elements were dropped out especially in the
areas of landscape and ITS. The previous designs of ITS in Qatar focused on bringing the best ITS systems to the
roads without considering the budget. These budget changes may impact the ITS deployment in the country.
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5. Conclusion
The introduction of a fully operational ITS network in the State of Qatar will help in a more efficient and controlled
road network that will help the economy and population growth in the country. Currently, there are several major ITS
projects being implemented to support the nation’s economic growth. A few ITS subsystems are already deployed
around Doha and are not working to their full capabilities since there is no real integration between the systems. When
fully optimized, ITS will have a significant and influential impact on the way transportation services are delivered in
Qatar. It will help the growth and management of the transportation network in many ways; mainly helping road users
to travel more safely, on less congested roads, and on better public transportation services with improved information
services. Ideally, the effect of ITS on the environment and the traffic conditions is assessed by measuring the change
in parameters such as the average trip delays for commuters and the average gas consumption for vehicles. This can
provide an understanding of the importance of the deployed ITS systems as well as pinpointing the weak points in the
overall network architecture or specific technology deployment. For the case of Qatar, however, such measurements
are not possible at the current stage of ITS deployment. Ashghal, in anticipation of the upcoming world cup, has
introduced an expressway construction strategy; where most of the major routes in Qatar will be reconstructed as free
flow roadways with full functioning ITS systems (i.e. full monitoring and full control over the roadway). The overall
architecture of the ITS in those expressways depends on the connectivity between the roads and onto the main software
in the TMC. The majority of the expressways are still under construction. Subsequently, this results in major gaps in
the ITS network, and only standalone devices that are currently functional with no integration to the main control
center. Until the ITS network is completely up and running, enough data can be collected to assess the impact of the
ITS network on Qatar’s traffic and environment.
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