Design manual
Design Manual for Urban Roads and Streets
The design of roads and streets within urban speed limits.
Department of Transport, Tourism and Sport and Department of Housing, Planning and Local Government · 2019 (version 1.1) · 165 pages
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- 119May 2019 (Version 1.1) • Where on-street parking is provided adjacent to cycle paths/lanes a verge should be provided to allow additional space for opening doors (see Section 4.3.5 Cycle Facilities). Parking may be added to existing streets where the carriageway is excessively wide as a means of narrowing it (see Figure 4.77). However, as noted in Section 4.4.1 Carriageway Widths, the first priority of designers should be to improve facilities for pedestrian and cyclists, prior to the addition of on-street parking. A range of less formal or alternative parking arrangements may be used where design speeds are lower, particularly on Local streets and within Centres. A diverse range of parking types may be provided to create more intimate spaces, reduce the amount of line marking/constructed elements and/or reinforce the low speed environment. Such measures may include the following: • Horizontal deflections may be produced by switching the location of parking bays from one side of the street to the other, or from the side of the street to the centre (see Figure 4.78). Figure 4.78: Illustration of informal on-street parking distributed to form a series of horizontal deflections and pinch points to reinforce a low speed environment. Figure 4.77: Example from Fettercairn, Co. Dublin where a ‘distributor’ style road was narrowed by adding bays of parallel parking as part of a package of works aimed at calming traffic and improving the sense of place.
- Design Manual for Urban Roads and Streets120 • Parking bays may be less formally defined for example, the presence of the street tree embedded into the carriageway will also indicate where to park (see Figure 4.79). • On-street and in-curtilage spaces may be integrated to reduce the overall amount of parking that is on-street and create a ‘mews’ like environment (see Figure 4.79.) • Placing parking within the central area of a street to provide a greater level of surveillance. • Loading areas may be provided at grade with footpath areas (i.e. within a verge), so that when not in use they revert back to pedestrian use (see Figure 4.80). In areas of high demand, parking may be provided within the central areas of street as well as the edge of the carriageway to create an on-street parking courtyard (see Figure 4.81). Such spaces should be limited in size, well planted and landscaped to ensure that the courtyard is not overly dominated by parked vehicles. Designers may also refer to the Urban Design Manual (2010)41 and UK Parking: What Works Where (2006), for further guidance. With regard to the design of individual parking/ loading spaces42: • The standard width of a space should be 2.4m. 41 Refer to Chapter 11 of the Urban Design Manual (2010). 42 See also Section 1.4.2 of Building for Everyone: A Universal Design Approach for Accessible Parking Spaces. Figure 4.79. Example from New Hall, UK where a variety of in-curtilage and on-street parking is provided. On-street parking is provided semiinformally (indicated by the planting of trees). The parking of vehicles further calms traffic by providing a series of horizontal deflections. Figure 4.80: Example from Walworth Road, London, UK, where a loading bay, provided within a verge, can revert to pedestrian space when not used.
- 121May 2019 (Version 1.1) • The standard length of a space should be 6m (parallel spaces). • The standard depth of a perpendicular space should be 4.8m (not including a minimum 0.3m overhang, see Section 4.3.1 Footways, Verges and Strips). • The depth of angular parking should be 4.2m for 60o angle parking and 3.6m for 45o angle parking. • The dimensions of a loading bay should be 2.8 x 6m to cater for large vans. Facilities for larger vehicles, such as trucks, should be located off-street. There are additional design considerations associated with perpendicular or angled spaces to ensure that they do not result in excessively wide vehicular carriageways. Perpendicular spaces generally require a minimum carriageway width of 6m, which is generally too wide for Local streets. Where additional space is needed, manoeuvrability should be provided within the parking bay itself and kerb build-outs should extend forward of each bank of parking to narrow the carriageway. Alternatively, additional manoeuvrability can be provided by designing wider spaces. For example, if the width of parking spaces is 2.6m, the carriageway may be reduced to 5m (see Figure 4.82). Figure 4.81: Examples from Belmayne (top) and Ballycullen (bottom), Co. Dublin of a well landscaped parking court integrated within a street environment . 5.5m 4.8-5m0.5m 0.3m Figure 4.82: Example of how additional manoeuvrability may be provided for vehicles in areas of perpendicular parking whilst minimising carriageway widths. The images to the left are extracted from the Manual for Streets (2007) and illustrate the provision of wider spaces. The image to the right also shows the use of small verges.
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- CHAPTER 5: IMPLEMENTATION The interlinked nature of street design requires designers to take a strategic plan-led approach that embraces a range of skills and perspectives from design professionals and the broader community.
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- 125May 2019 (Version 1.1) 5.0 IMPLEMENTATION 5.1 The Challenge Ahead This Manual offers designers the rationale and the tools to enact the change required by broader government policies. Implementing such change is highly challenging. As highlighted by the numerous exemplar designs contained within this Manual, such change is achievable (see Figure 5.1). The implementation of integrated design solutions to urban road and street design requires a strategic approach where design professionals, elected members and the broader community work collaboratively. Such integrated solutions should be supported by : • A plan-led approach to design for development of all sizes, and inclusive of those undertaken by the public or private sectors. • Greater collaboration from a variety of design professions and more in-depth consultation with/between road authorities and the broader community. A plan-led and multi-disciplinary approach is discussed in the ensuing sections. Figure 5.1: Images of Dorset Street, Dublin (part of the N1 national route), demonstrate how better outcomes can be achieved by shifting away from convention and embracing a more inclusive and strategic approach to design. BEFORE AFTER
- Design Manual for Urban Roads and Streets126 5.2 A Plan-Led Approach 5.2.1 Policy and Plans Spatial plans are a key element in the implementation of more integrated street design. They should include information on how the principles, approaches and standards within this Manual can be applied to promote sustainable cities, towns and villages. In particular when preparing policies and objectives on transportation and the promotion of more sustainable modes of transport, regard must be had to the detailed technical advice and guidance in this Manual. The hierarchy of spatial plans is as follows; 1. Development Plans 2. Local Area Plans 3. Masterplans* 4. Movement Frameworks* 5. Public Realm Strategies* (* denotes non-statutory plans) 1. County Development Plans The promotion of sustainable settlement and transportation strategies in urban and rural areas as part of development plan shall be informed by the principles in this Manual. 2. Local Area Plans Local Area Plans shall be underpinned by an assessment of transportation and mobility in the relevant area. This will inform the formulation of policies aimed at:1 • Promoting a walking and cycling environment. • Creating high levels of connectivity, particularly for more sustainable forms of transportation. • Land use and transport integration to reduce car dependency. • Parking for cycles and cars. The implementation of these policies should 1 Refer to Section 5.6 Achieving Smarter Travel of the Local Plans Planning Guidelines (2013). be reflected in a range of strategies that address broader movement and place considerations, such as: • Major connections • Vehicle circulation • Public transport routes • Cycle routes • Pedestrian routes. Such strategies should be illustrated via a number of diagrams that indicate the basis of any future street network (see Section 3.3.1 Street Layouts). LAPs should also be used to address more detailed matters such as those contained within Chapter 4. Such issues may be addressed via Urban Design Codes2 which set out a series of prescriptive measures to which development should adhere. With regard to street design these may take the form of cross sections and typologies (see Figure 5.2) and/or may include detailed illustrations relating to a particular place (see Figure 5.3) 3. Masterplans Masterplans, like LAPs, are used to provide a more detailed framework for areas where significant change or development is anticipated. Masterplans may also act as a companion guide or subset of an LAP. Such Masterplans are often referred to as an Urban Design Frameworks. Masterplans may contain a greater level of detail than LAPs and may also include more comprehensive guidance on the design of individual streets. For example, whilst street typologies may be provided in an LAP document, they are a significant component of a Masterplan. 2 The LAP Guidelines (2013) recommend the incorporation of cross-section diagrams of streets and junctions within LAPs.
- 127May 2019 (Version 1.1) Further guidance on the role, scope and content of Masterplans may also be sought from Guidelines for Planning Authorities on Sustainable Residential Development in Urban Areas (Cities, Towns & Villages) (2009)3 and the UK Creating Successful Masterplans (2004). 4. Movement Frameworks Movement Frameworks are a form of Masterplan that are primarily concerned with issues relating to the mobility and management of users within a street/road network. A Movement Framework may focus on the broader structural/strategic aspects of movement as well as more detailed considerations. A comprehensive Movement Framework may also include a traffic management strategy that models the movement of traffic within a network. Although a Movement Framework is primarily focused on the functionality of a street/ road network, such plans should also take into account the interrelationship between movement and place. 5. Public Realm Strategies Public Realm Strategies may address broader strategic issues similar to an LAP or Masterplan, but they are more closely associated with detailed design outcomes. In some cases Public Realm Strategies may include detailed material palettes and construction specifications. Examples of public realm strategies have been prepared by various local authorities including, Dublin City, Wicklow Town and Castlebar (see Figure 5.4). 3 Refer to Section 2.13 of the Guidelines for Planning Authorities on Sustainable Residential Development in Urban Areas (Cities, Towns & Villages) (2009).
- Design Manual for Urban Roads and Streets128 Figure 5.2: The Newcastle LAP (2012) is an example of a Local Area Plan where a series of strategic connections are proposed to shape the future expansion of the village. These connections are further detailed through a series of Urban Design Codes in the form of a street hierarchy, cross section and layouts (street typologies). Figure 5.3: Extracts from the Kilfinane LAP (2012) illustrating a number of streetscape improvements that better define the street as a place. Kilfinane Local Area Plan Section Seven: Site Development Briefs 59 Kilfinane Local Area Plan Section Seven: Site Development Briefs 58 Arterial/Main Street Neighbourhood Link Local Access Street
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