1. Smarter Travel (2009)
Sustainable Residential Development in Urban Areas (2009)
Retail Planning Guidelines (2012)
Planning Guiidelines: Local Area Plans (2013)

2. Sustainable Community Planning
PLANNING EMPHASIS
WHY?
Sustainable Community Planning
Integration of Land Use and Transport
Well Connected & Walkable
Road Design Standards
DMURS
Smarter Travel (2009)
Sustainable Residential Development in Urban Areas (2009)
Retail Planning Guidelines (2012)
Planning Guiidelines: Local Area Plans (2013)

3. Replaced previous standards for urban areas
DTTAS & DECLG
Replaced previous standards for urban areas
Mandatory in all urban areas within 60kph*
ISSUES
Broader scope / Integrated design
More sustainable travel
Evidence based
Safer streets
Pedestrians & Cyclists first
Smarter Travel (2009)
Sustainable Residential Development in Urban Areas (2009)
Retail Planning Guidelines (2012)
Planning Guiidelines: Local Area Plans (2013)

4. Multi-disciplinary design Value of Place Local Identity
PLAN LED APPROACH
Collaboration
Multi-disciplinary design
Value of Place
Local Identity
More pedestrians & Cyclists
Attractive Environments
Connectivity
Safety
Self Regulating Streets
Smarter Travel (2009)
Sustainable Residential Development in Urban Areas (2009)
Retail Planning Guidelines (2012)
Planning Guiidelines: Local Area Plans (2013)

5. SUPPLEMENTARY MATERIAL
Geometric Design
Materials & Specifications
Transition Zones
Quality Audits

6. Guidance based on Analytical Approach used in original manual
DMURS
Transition Zones
Guidance based on Analytical Approach used in original manual

7. DMURS
A Transition Zone is the zone between the rural environment and more urbanised development. It is an area, which may assist in slowing vehicles when entering an urban area from a relatively higher speed road.

8. 2013 DMURS Transition Zones
Measures applied to highlight zone and slow vehicles
Create enclosure
Apply geometric measures
Changes to surface materials

9. N31 Frascati Road / Blackrock road Approach to Blackrock Village
“It is an area, which may assist in slowing vehicles when entering an urban area from a relatively higher speed road.”

10. N

11. DMURS Transition Zone Design Principles Applied
Enclosure with tree planting to extended median
Changes to surface materials to reduce extent of cw surfacing
Reduce actual carriage width N N

12. Transition Zone

13. Transition Zone

14. Transition Zone
new streets being formed
extended public realm
typically land uses with long frontages –sports, schools, retail etc.
new boundaries established
new avenues established
new landmarks and gateways

15. Where is a Transition Zone ?
Rural Fringe
Town/ Settlement 
Where is a Transition Zone ?
“To understand the limits of a transition zone you need to understand the context of a street or road to see where context changes and so transition from rural fringe /industrial estate/town/village centre.”
Street Context – Checklist for Designers in supplementary material
The analysis of those elements which help the designer to distinguish between rural fringe, transition zone, and town centre.

16. Boundary – hedgerow and trees Footpath – none Kerb – none
Transition Zone  
Rural Fringe
Town/ Settlement 
RURAL FRINGE
Boundary – hedgerow and trees
Footpath – none
Kerb – none
Access – infrequent or limited to farmland
Road width – carriageway only
Street lighting – none
Built form – infrequent
Speed limit - should be greater than 60kph
TRANSITION ZONE
Boundary – hedgerow and garden hedges with occasional boundary walls and gates
Footpath – commencing to one side
Kerb – occasional to one side
Access – increased individual access
Road width – carriageway, including setback/layby
Street lighting – occasional or none
Built form – occasional one off buildings offset from road
Speed limit – should be 50-60kph
TOWN/SETTLEMENT
Boundary – garden hedges, walls, railings
Footpath –both sides
Kerb – continuous dropped at crossings
Access –individual, school and housing access
Road width – carriageway only, no setback or parking
Street lighting –one side
Built form – closer to road, more regular building line
Speed limit – should be less than 50kph

17. Boundary – hedgerow and trees Footpath – none Kerb – none
Transition Zone  
Rural Fringe
Town/ Settlement 
RURAL FRINGE
Boundary – hedgerow and trees
Footpath – none
Kerb – none
Access – infrequent or limited to farmland
Road width – carriageway only
Street lighting – none
Built form – infrequent
Speed limit - should be greater than 60kph
TRANSITION ZONE
Boundary – hedgerow and garden hedges with occasional boundary walls and gates
Footpath – commencing to one side
Kerb – occasional to one side
Access – increased individual access
Road width – carriageway, including setback/layby
Street lighting – occasional or none
Built form – occasional one off buildings offset from road
Speed limit – should be 50-60kph
TOWN/SETTLEMENT
Boundary – garden hedges, walls, railings
Footpath –both sides
Kerb – continuous dropped at crossings
Access –individual, school and housing access
Road width – carriageway only, no setback or parking
Street lighting –one side
Built form – closer to road, more regular building line
Speed limit – should be less than 50kph

18. Boundary – hedgerow and trees Footpath – none Kerb – none
Transition Zone  
Rural Fringe
Town/ Settlement 
RURAL FRINGE
Boundary – hedgerow and trees
Footpath – none
Kerb – none
Access – infrequent or limited to farmland
Road width – carriageway only
Street lighting – none
Built form – infrequent
Speed limit - should be greater than 60kph
TRANSITION ZONE
Boundary – hedgerow and garden hedges with occasional boundary walls and gates
Footpath – commencing to one side
Kerb – occasional to one side
Access – increased individual access
Road width – carriageway, including setback/layby
Street lighting – occasional or none
Built form – occasional one off buildings offset from road
Speed limit – should be 50-60kph
TOWN/SETTLEMENT
Boundary – garden hedges, walls, railings
Footpath –both sides
Kerb – continuous dropped at crossings
Access –individual, school and housing access
Road width – carriageway only, no setback or parking
Street lighting –one side
Built form – closer to road, more regular building line
Speed limit – should be less than 50kph

27. 1. Reduce the actual width of Carriageways
Transition Zone
Design Principles
1. Reduce the actual width of Carriageways

28. 1. Reduce the actual width of Carriageways
Transition Zone
Design Principles
1. Reduce the actual width of Carriageways
Often transition zone carriageway widths exceed the recommended DMURS road widths
Often widths, typically indicted by yellow dashed lines in rural areas, can be reduced
There may be run off areas between the dashed yellow lines and the vegetated verge.

29. Before - 2 lanes, excessive CW width with path to one side only
Kilcullen Road Naas
Before - 2 lanes, excessive CW width with path to one side only
After - lanes reduced to 2 as part of street upgrade works, allows additional space for pedestrians and cycle routes.

30. Before - 2 lanes, excessive CW width with path to one side only
Kilcullen Road Naas
Before - 2 lanes, excessive CW width with path to one side only
After - lanes reduced to 2 as part of street upgrade works, allows additional space for pedestrians and cycle routes.
Further application of Design Principles – trees planted to add vertical elements and roadside planting breaks up the extent of hard surfacing visible

31. 2. Reduce the perceived width of Carriageways
Transition Zone
Design Principles
2. Reduce the perceived width of Carriageways

32. 2. Reduce the perceived width of Carriageways
Transition Zone
Design Principles
2. Reduce the perceived width of Carriageways
If no scope to reduce the actual width of carriageways there may be scope to reduce drivers perception of the width of carriageways.
Reducing the extent of road surfacing visible in the transition zone or changes to materials can also influence driver behaviour.

33. 2. Reduce the perceived width of Carriageways
Transition Zone
Design Principles
2. Reduce the perceived width of Carriageways
If no scope to reduce the actual width of carriageways there may be scope to reduce drivers perception of the width of carriageways.
Reducing the extent of road surfacing visible in the transition zone or changes to materials can also influence driver behaviour.
Old N24 Cahir, tree and shrub planting used as part of speed reduction measure to reduce perceived width

34. 2. Reduce the perceived width of Carriageways
Transition Zone
Design Principles
2. Reduce the perceived width of Carriageways
If no scope to reduce the actual width of carriageways there may be scope to reduce drivers perception of the width of carriageways.
Reducing the extent of road surfacing visible in the transition zone or changes to materials can also influence driver behaviour.
Old N24 Cahir, tree and shrub planting used as part of speed reduction measure to reduce perceived width
Whiteladies Road, Bristol. Planters to the central zone of the carriageway with contrasting material between islands and crossings to break up the visual extent of hard surfacing.

35. 3. Changes to Surface Materials
Transition Zone
Design Principles
3. Changes to Surface Materials

36. 3. Changes to Surface Materials
Transition Zone
Design Principles
3. Changes to Surface Materials
robust surfaces and/or changes in colour in Transition Zones are an important tool to alert drivers of changing driving conditions and increased pedestrian activity.
In restricted road corridors the use of contrasting material may be the only design tool available to the designer.

37. 3. Changes to Surface Materials
Transition Zone
Design Principles
3. Changes to Surface Materials
robust surfaces and/or changes in colour in Transition Zones are an important tool to alert drivers of changing driving conditions and increased pedestrian activity.
In restricted road corridors the use of contrasting material may be the only design tool available to the designer.
Pavers and stone setts can also produce greater noise as the vehicle crosses over it which can provide an audible reference for pedestrians with visual difficulties.
Saint-Armel, Brittany, gateway trees and local stone setts used across full carriageway width at the gateway and bus stop located at the entrance to the village.

38. 4. Introducing Vertical Elements
Transition Zone
Design Principles
4. Introducing Vertical Elements

39. 4. Introducing Vertical Elements
Transition Zone
Design Principles
4. Introducing Vertical Elements
Provide vertical enclosure where no building line may be present.
Vertical enclosure has been found to have a traffic-calming effect
Elements such as
trees
signage
sculptures,
street furniture
lighting
can be used to influence optical width and hence reduce driver speed.

40. 4. Introducing Vertical Elements
Transition Zone
Design Principles
4. Introducing Vertical Elements
Provide vertical enclosure where no building line may be present.
Vertical enclosure has been found to have a traffic-calming effect
Elements such as
trees
signage
sculptures,
street furniture
lighting
can be used to influence optical width and hence reduce driver speed.
Illustration of the concept of ‘optical width’ where the relationship between the width of the road and height of roadside elements such as trees, boundaries, built elements etc. can influence a driver’s perception of speed.

41. 4. Introducing Vertical Elements
Transition Zone
Design Principles
4. Introducing Vertical Elements
Provide vertical enclosure where no building line may be present.
Vertical enclosure has been found to have a traffic-calming effect
Elements such as
trees
signage
sculptures,
street furniture
lighting
can be used to influence optical width and hence reduce driver speed.
Vetterslev, Denmark. Trees with eventual canopy spread of 8-10m are planted at 3.5m centres, to create a dense continuous canopy and so form a distinctive vertical element, which acts as gateway to the town and signals the transition from rural fringe to settlement.

42. DMURS transition zone Longwood, Meath

43. DMURS transition zone Longwood, Meath
Church
Public Realm
Sport
New
DMURS transition zone
Longwood, Meath

44. DMURS transition zone Longwood, Meath
Public Realm
DMURS transition zone
Longwood, Meath

45. longwood, Meath

46. New Transition Zone Streets
Good quality streetscape materials will alert drivers of higher levels of pedestrian activity
Consistency of street layout makes a street legible and easy to navigate / accessibility
Path linkages should be structured to draw people towards civic buildings and spaces
An avenue would create a strong sense of enclosure
Co ordination of signage, lighting and seating /street furniture

47. New Transition Zone Streets
Good quality streetscape materials will alert drivers of higher levels of pedestrian activity
Consistency of street layout makes a street legible and easy to navigate / accessibility
Path linkages should be structured to draw people towards civic buildings and spaces
An avenue would create a strong sense of enclosure
Co ordination of signage, lighting and seating /street furniture
A large scale sculpture is used to signify the gateway to the Town and strong avenue trees create a sense of enclosure along the transition zone. Birr, Co. Offaly.
Opportunity to establish a strong streetscape character and sense of place to enhance the gateway to the village and influence speed reduction and driver behaviour.

48. Website and Supplementary Material
Due to be launched in Summer 2018/ end 2018