DMURS - DIT November 2014
-
Upload
jason-taylor -
Category
Education
-
view
441 -
download
2
description
Transcript of DMURS - DIT November 2014
Design Manual for Urban Roads and Streets
Design Manual for Urban roads and Streets (DMURS)
1. Background
2. Why DMURS is needed
3. What DMURS seeks to change
4. Challenges ahead
• Steering Group and Project Team established in beginning of 2010 to produce new national street design guidance for Ireland.
• Over-seen by a Steering Group - including representatives of Department for Transport, Tourism and Sport and Department of Environment, Community and Local Government.
• Prepared by staff from Local Authorities. Hosted by SDCC, with representatives from Cork, Fingal and Kildare County Councils.
• Project team - Multi disciplinary team representative of the architecture, engineering, planning and urban design professions.
Background
• The standards and approaches contained within the DMURS are for use in urban areas, i.e. cities, towns and villages.
• DMURS applies to ALL Roads and Streets in Urban Areas within 60 km/h limit or less, except:
• Motorways
• Where written consent is given by a sanctioning body (DTTAS, NRA, NTA) to depart from it.
Background
• Formation of the modern city (c. 1960s) largely based on the assumption that cars would be the most desirable, affordable and dominant form of transport into long term future.
• Highly functional network design, based on modernist principles.
• High levels of segregation, mode separation.
• Design approach became embedded within architectural, engineering and planning professions.
• Mode separation, car prioritisation, major infl uence on the design of urban and suburban places
Why is DMURS Needed?
Traffi c in TownsTraffi c in Towns
Lucan, DublinLucan, Dublin
Mode segregationMode segregation
Mode segregationMode segregationImage Source: Google Street ViewImage Source: Google Street View
Distributor and cell networkDistributor and cell network
Distributor and cell networkDistributor and cell networkImage Source: Bing MapsImage Source: Bing Maps
Local Street? Local Street?
Why is DMURS Needed?
• Car dependence is built-in to urban areas as the norm.
• So used to it, no longer seems problematic, may even feel that little can be done.
• Results
• Children being driven short distances
• Elderly people losing travel independence
• People driving unnecessarily
1.8 km vs 0.16km
School
530m increase in walking distance to bus stops (7 min)
380m increase in walking distance to bus stops (5 min)
Image Source: NTAImage Source: NTACommunity severanceCommunity severance
Community Severance Community Severance
Community Severance Community Severance Image Source: NTAImage Source: NTA
Distributor road environment Distributor road environment
??????
Why is DMURS Needed?
• National Standards for Street/Road Design
• Emphasis in road design documents in Ireland has mainly been on catering for traffi c, prioritising vehicle movement over other users.
• National Road Authority - Design Manual fro Roads and Bridges (DMRB) used as default standard by designers.
• Primarily intended for on large/fast moving roads - Isolated/Rural Roads.
• Urban roads/streets, even minor ones, resemble higher speed roads.
• More vulnerable users are forgotten/marginalised, aspirations remain unfulfi lled
Why is DMURS Needed?
DMRB approach - typical new ‘distributor roads’
Free fl ow conditions for vehicles
• Wide and open• No houses/shops facing road• Minimise junctions/access• No parking• Low risk (for cars)
Hostile for pedestrians
• Promotes faster/inappropriate vehicle speeds
• Community severance• Poor access to public transport• Isolation/lack of surveillance• No crossing facilities
Roads as barriersRoads as barriers
Roads as barriersRoads as barriers
Why is DMURS Needed?
Conventional approach - focus on moving traffi c
• Prioritisation of vehicle movement
Pedestrians
• Overly large, complex junctions• Lack of pedestrian facilities• under provision of pedestrian/cycle
facilities
Excess space
Below Min. Standards
Excess space
Obstructions
Pedestrian Crossing time up to 5 minutes
Under provision/delayUnder provision/delay
Conventional approach - focus on moving traffi c
• Urban decline
Pedestrians
• Traffi c dominance• Unwelcoming environment• Excessive barriers
Why is DMURS Needed?
Poor quality pedestrian environmentPoor quality pedestrian environment
��
���
���
���
���
���
���
��
��
���
����
� ���������
��������
���������
������������
� �� !�����
��������
"����������
��������
#�$��!�%��
�������������
�����������
��������
& ��� �'����$���
(��)*#+ ��
"�!� ��
��
���
���
���
���
���
���
��
��
���
����
#��)�����
��������
,���� �%
�����
��������
-�����������
��������
.��
.��������
����
��������
/��0������
��������
/�����%��
����
��������
����������
��������
& ��� �'����$���
(��)*#+ ��
"�!� ��
• Targets for Ireland (Smarter Travel 2009) set out to be achieved by 2020 include:
• The total share of car commuting to be reduced to 45%.
• Walking, cycling and public transport to achieve a 55% share of journeys to work, with cycling comprising 10%.
• Sustainable travel - Irish towns and cities perform poorly by European standards.
• Cities with <40% Car trips not just due to better public transport - consistently twice as much walking and cycling than Dublin
Why is DMURS Needed?
Increasing Focus on Walking and Cycling as Modes of Transport
• Reduced health costs (e.g. obesity)
• Reduced traffi c congestion
• Reduced pollution (levels of Nox)
• Personal health and well-being
• € Savings (high cost of running car, providing infrastructure)
• Pleasure
• Activity on streets/safety (i.e safety in numbers)
Why is DMURS Needed?
Image source: Dublin Cycling Campaign
Increasing Focus of the role Streets Play in the Local Economy
CABE (UK)- Paved With Gold: the real value of good street design
• Study of 10 busy streets in London
• Research looked at relationship between pedestrian/design quality and land values
• Better Streets ~ Higher Values
• Better Streets ~ More investment
Why is DMURS Needed?
Increasing Awareness that Design Matters
• If streets are perceived as unsafe, for any reason, people will retreat to the safety of their cars.
• Most people do not own a car.
• Social equity: Most vulnerable (children, the elderly, the poor) are disproportionately affected by the threat of accident, community severance and the loss of social cohesion
(Fairness in Transport: fi nding an alternative to car dependency, 2011)
• Road Safety Authority- Consistent fi ndings, on average 60% drivers on urban roads driving in excess of the posted speed limit.
(Road Safety Authority Free Speed Survey 2008, 2009, 2011)
• Dominance of cars - one of the biggest contributors to the decline of traditional main streets/shopping streets.
(Paved with Gold, 2007)
Why is DMURS Needed?
• Shift in government policy
• Smarter Travel (2009).• Sustainable Residential Development in Urban Areas (2009)
• These policies seek to promote
• Sustainable transportation• Reduced car dependence• Modal shift - pedestrian/cyclist priority
• Place making• Welcoming and attractive streets that vitalise communities
• Safer Streets• Better speed/behaviour management• 30 kph zones - centres, residential estates, schools
• Policy Gap - No street design standards to achieve the above. DMURS is the practical arm of government policy.
Why is DMURS Needed?
ROAD MOVEMENT FUNCTION
STREET PLACE AND
MOVEMENT FUNCTION
Balanced Approach - Recognise that streets/roads have many functions
What DMURS seeks to change
CONTEXT is the Key
UK Manual for Streets 2
ARTERIAL 30-40 KM/H 40-50 KM/H 40-50 KM/H 50-60 KM/H 60-80 KM/H
LINK 30 KM/H 30-50 KM/H 30-50 KM/H 50-60 KM/H 60-80 KM/H
LOCAL 10-30 KM/H 10-30 KM/H 10-30 KM/H 30-50 KM/H 60 KM/H
CENTRE N’HOOD SUBURBAN BUSINESS/ INDUSTRIAL
RURAL FRINGE
Balances shifts with degree of activity - value of place
What DMURS seeks to change
CONTEXT
PEDESTRIAN PRIORITY VEHICLE PRIORITY
FUN
CTIO
N
1. PEDESTRIANS
2. CYCLISTS
3. PUBLIC TRANSPORT
4. PRIVATE MOTOR VEHICLES
CONSIDER FIRSTCONSIDER FIRST
CONSIDER LASTCONSIDER LAST
Balances shifts with degree of activity - priority of movement
What DMURS seeks to change
CITY/TOWN CENTREhigh pedestrian priority
high place value
URBAN NEIGHBOURHOODpedestrian priority
place value
INDUSTRIAL vehicle prioritylow place value
SHARED SPACECAR SPACE
Key Approach: Self-Explaining Streets/Livable Streets
What DMURS seeks to change
CAR SPACE SHARED SPACE
• Driver behaviour changes in according to the character of the street environment.
• Car space - aggressive behaviour/shared space - passive behaviour
Key Outcome: Self-Explaining Streets/Livable Streets
What DMURS seeks to change
GO FASTER SHOW CAUTIONGO FASTER SHOW CAUTION
• The speed people drive at is based on a visual/psychological interpretation of the street.
• Regulation plays a secondary role. Transport Research Laboratory (2005)
Close Proximity of Buildings (left)
Continuous Street Wall (right)
Active Ground Floor Uses (left)
Pedestrian Activity (right)
Frequent Crossing Points and Junctions (left)
Horizontal and Vertical Defl ections (right)
Key Outcome: Self-Explaining Streets/Livable Streets
What DMURS seeks to change
Narrow Carriageways (left)
Minimising signage and road markings (right)
Reduced Visibility Splays (left)
On-Street Parking (right)
Tighter Corner Radii (left)
Shared Surfaces (right)
Key Outcome: Self-Explaining Streets/Livable Streets
What DMURS seeks to change
What DMURS seeks to change
As the design emphasises shifts toward the movement of pedestrians and cyclists and/or the creation of more livable streets, vehicle speeds drop signifi cantly
LOWER MODERATE HIGHER
70 Km/h
30 Km/h
50 Km/h
Frequency and Intensity ofPsychological Conditions and Physical Constraints
AVERAGE OPERATING SPEED
What DMURS seeks to change
Better Connected Communities/More Rationale Traffi c Management
Conventional Network
• Lots of dead ends• Fast moving external roads• Pressures on junctions
DMURS Network
• Connected streets• Traffi c calmed streets• Smaller junctions
What DMURS seeks to change
Better Connected Communities/More Rationale Traffi c Management
DENDRITIC NETWORK
3 WAY OFF-SET NETWORK FILTERED PERMEABILITY NETWORK
OPEN NETWORK
Image base: Bing MapsImage base: Bing MapsFiltered Permeability - AdamstownFiltered Permeability - Adamstown
Filtered Permeability - AdamstownFiltered Permeability - Adamstown
Filtered Permeability - AdamstownFiltered Permeability - Adamstown
Image base: Bing MapsImage base: Bing MapsSelf Regulating Network - Poundbury UKSelf Regulating Network - Poundbury UK
Self Regulating Network - Poundbury, UKSelf Regulating Network - Poundbury, UK
Self Regulating Network - Poundbury, UKSelf Regulating Network - Poundbury, UK
What DMURS seeks to change
Use Place to Manage MovementUpgrade Kensington High Street, London UK.
• greater sense of shared space
• removal of guardrails
• minimisation of clutter (signs and line marking)
• more restrictive street geometry
• greater sense of shared space
Upon completion of the works, vehicle speeds decreased and the incidence of accidents decreased by 43% (2003-2005).
WIN WIN - Place is enhanced - streets is safer
BEFORE AFTER
Attractive Streets/Place Making
Outcomes
Market StreetCastlebar Co. Mayo
AFTER
BEFORE
AFTER
BEFORE
Attractive Streets/Place Making
Dorset StreetDublin
Youghal, Co. Cork
What DMURS seeks to change
BEFORE
BEFORE
AFTER
AFTER
Attractive Streets/Place Making
What DMURS seeks to change
King Street, Convent Garden
Oxford Circus
Street improvements - Dorset StreetStreet improvements - Dorset Street
Street Improvements - Exhibition Road, LondonStreet Improvements - Exhibition Road, London
Attractive Streets/Place Making
What DMURS seeks to change
Allocation of Space/Priorities
What DMURS seeks to change
Vehicle Focus Pedestrian/Cyclist Focus
Shared space - DundalkShared space - Dundalk
Shared space - DundalkShared space - Dundalk
Shared space - DundalkShared space - Dundalk
Shared space - DundalkShared space - Dundalk
Shared space - Bexley Heath, LondonShared space - Bexley Heath, LondonImage Source: Urban Design LondonImage Source: Urban Design London
What DMURS seeks to change
1
2
3 4 5 6
Over Provision Place Enhancement
Value for Money
Over provision - Exchequer Street Over provision - Exchequer Street
Rationalisation - Exchequer Street Rationalisation - Exchequer Street
Not a roundaboutNot a roundabout
Not a roundaboutNot a roundabout
Not a zebra crossingNot a zebra crossingImage Source: Urban Design LondonImage Source: Urban Design London
Value for Money
SPACE REQUIRED TO TRANSPORT 60 PEOPLE WITHIN A STREET
CAR BUS BICYCLE
What DMURS seeks to change
Value for Money
Before After
Fade Street
What DMURS seeks to change
What DMURS seeks to change
Rationale Approach to Car parking
Cian Ginty
If no parking is provided people will routinely park on foot/cycle paths
Pedestrians, cyclist and parking can comfortably coexist
What DMURS seeks to change
Rationale Approach to Car parking
Rationalisation of parking/reallocation of space
Challenges AheadDMURS is a signifi cant step forward for street in road design in Ireland
- ‘Win Win’ approach to street design
- safer streets - increased priority/accessibility for sustainable modes - enhanced place making
Signifi cant changes in Ireland prior to DMURS, however Ireland still lagging behind most of northern Europe.
Image Source: Ben Hamilton Bailey Image Source: Ben Hamilton Bailey Image Source: Phil JonesImage Source: Phil Jones Image Source: irishcycle.comImage Source: irishcycle.com
Challenges Ahead
Image source: www.zazzle.com Image source: www.zazzle.com
Change takes time, signifi cant changes are needed
• Cultural - public support, political will.
• Professional - skills/education, (inc. multidisciplinary teams)
• Misconceptions (esp. regarding liability and requirements of legislation)
Expect setbacks as well as progress.
Image source: News ShopperImage source: News Shopper
Guardrail RemovalGuardrail Removal
Guardrail RemovalGuardrail Removal
Guardrail InstallationGuardrail InstallationImage Source: @stephen_coyne Image Source: @stephen_coyne
People Aspire to be More Sustainable
SDCC Survey - Attitudinal Responses.
• Strongly favour encouraging walking and cycling instead of car use (9/10).
• Give more priority to peds & cyclists on the roads, even if it slows things down for other traffi c (8/10).
• Spend more money on facilities for peds & cyclists, even if it means less can be spent on improvements for car users (7/10).
For the sake of the environment more people should be encouraged to walk or cycle instead of using cars
93
61
0
10
20
30
40
50
60
70
80
90
100
Strongly Agree/Tend to Agree Strongly Disagree/Tend toDisagree
Don't Know
N=1098
Perc
enta
ge
Pedestrians & cyclists should be given more priority even if it slows things down for traffic
78
20
20
10
20
30
40
50
60
70
80
90
100
Strongly Agree/Tend to Agree Strongly Disagree/Tend toDisagree
Don't Know
N=1098
Perc
enta
ge
More money should be spent of facilities for walkers/cyclists - even if that means less can be spent on improvements for cars
71
25
4
0
10
20
30
40
50
60
70
80
90
100
Strongly Agree/Tend to Agree Strongly Disagree/Tend toDisagree
Don't Know
N=1098
Perc
enta
ge
Challenges Ahead
Challenges Ahead
Signifi cant Changes are Occurring
• Most examples used in DMURS from Ireland and UK
• UK is an important source of evidence, case studies etc
• Climate
• Driving culture
• Rules and regulations
• Solutions need not be radical. Most design solutions follow design characteristics of areas built prior to car dominance.
AdamstownAdamstown
RanelaghRanelagh
Challenges Ahead
The Importance of DMURS is recognised
• DTTAS Circular RW 6/2013 (28 March 2013) - The use of DMURS is mandatory
• Irish Planning Institute National Planning Awards 2014
• Transportation Planning Award
• National Planning Award
• Nominated for European Urban and Regional Planning Awards
• Ongoing commitment from DTTAS for workshops, supplementary material
Questions?
• download - http://www.environ.ie/en/Publications/DevelopmentandHousing/Planning/FileDownLoad,32670,en.pdf DMURS
• follow - @JTUrbanDesign