Laois County Council
Comhairle Chontae Laoise
Draft Policy on
Traffic Calming
Michael O’Hora,
Senior Engineer
Roads
Laois County Council
000R551/19
September 2008
Laois County Council
SPC on Planning and Transportation
Contents
Section
1
Page
Introduction
3
1.1
Definition
3
1.2
Traffic Speed and Road Safety
3
1.3
Legislation
4
2.
Traffic Calming Measures
5
2.1
Traffic Calming for Existing Roads and Estates
5
2.2
Traffic Calming for New Roads and Estates
6
3.
Conclusions and Recommendations
8
3.1
Traffic Calming for Existing Roads and Estates
8
3.2
Traffic Calming for New Roads and Estates
8
Appendices
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Extract from the Road Traffic Act, 1994: Traffic calming
measures
Road traffic (bollards and ramps) regulations, 1988.
Traffic Calming Measures for Existing Roads
Traffic Calming Measures for New Roads
LCC Roads & Parking Standards
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11
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1. Introduction
The primary intent of the Policy on Traffic Calming is to address the concerns which the
public and their elected representatives have regarding the negative impacts of
excessive or inappropriate traffic speed on public roads. This report considers 2 areas of
concern:


The first aims to address the traffic calming needs of existing roads or estates
while the second sets design guidance for traffic calming on new roads or
estates.
1.1 Definition
Traffic Calming to Traffic Engineers is seen as a series of physical measures designed
to reduce the adverse effects of traffic speed and/or volume in a street. To planners and
architects it is seen more as a way of laying out the street and its built environment to
reduce the dominance of motor vehicles and promote streets as living areas for people.
(Traffic Management Guidelines)
1.2 Traffic Speed and Road Safety
There is a higher risk of serious injury with higher vehicle speed as the tables (labelled
5.1 and 5.2) extracted from the Traffic Management Guidelines show. A proven link
exists between speed reduction and road safety. It is in the pursuit of improving road
safety through reduced traffic speed that the need for traffic calming has arisen.
Traffic Management Guidelines states that a combination of factors influence speed
management. These include:
• Education, training and publicity for drivers and riders
• Setting appropriate speed limits
• Improving enforcement
• Road design and traffic calming
• Technology
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Within the recommendations for speed management given in the Traffic Management
Guidelines the incorporation of highway engineering features to control speed are
included in ‘Road design and traffic calming’. The pre-emptive inclusion of control
measures within new developments is included in ‘Road Design’ and retrospective Traffic
Calming Schemes in ‘Traffic Calming’.
1.3 Legislation
Road Traffic Act, 1994: Traffic calming measures (see Appendix A) groups speed control
measures in the general title of “traffic calming measures”. The decision as to the form of
a traffic calming measure will take is within the control of the road authority; “A road
authority may, in the interest of the safety and convenience of road users, provide such
traffic calming measures as they consider desirable in respect of public roads in their
charge”.
Road Traffic (Bollards and Ramps) Regulations 1988 (see Appendix B) gives details of
the geometric specification for the construction of ramps, including restrictions on the
proximity to other highway features.
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2. Traffic Calming Measures
2.1 Traffic Calming for Existing Roads and Estates.
2.1.1 Appraisal of Traffic Calming Requirements
The appraisal of a traffic calming scheme involves considering the traffic speed, the
traffic volume, the local accident record and public support for the traffic calming need.
The positive and negative aspects of traffic calming proposals will be considered prior to
implementation, having regard to the nature of the problem and the characteristics of the
road involved. The development of a traffic calming scheme will involve public
consultation to establish public opinion on the need and suitability of possible traffic
calming measures. The removal of traffic calming measures will be subject to the
appraisal of the same factors assessed to establish the need for traffic calming.
2.1.2 Traffic Calming Options
In existing developments there may be little capacity to modify the road layout, therefore
traffic calming measures may have to be retrofitted within the limitations of the existing
road layout.
Traffic calming measures for existing roads from the Traffic Management Guidelines
• Road closures
• Traffic islands (Refuges)
• Gateways and entry treatments
• Overrun areas and rumble devices
• Mini-roundabouts
• Horizontal deflections – build-outs, pinch-points and chicanes
• Vertical deflections – ramps, speed tables and speed cushions
The suitability of such measures is elaborated within Table 6.2. A description of the
measures is included in Appendix C.
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2.2 Traffic Calming for New Roads and Estates
In new road layouts traffic calming measures should be selected and designed to
complement and improve the safe operation of the local highway environment. Effective
traffic calming should be integrated within the highway environment such that the
calming effect is subconscious and avoids direct observable interference with the driver’s
progress. Speed management by stealth is likely to be much more socially acceptable
than intrusive measures that impede progress by physical or technological intervention
measures.
It is desirable that the layout of new developments is designed to limit the speed of traffic
to safe values without the use of vertical ramps. With good design and the application of
design principles that encourage low speeds the speed reduction measures can be
inherent within the layout of new developments.
On new roads however it is possible to constrain speeds without the need to resort to
crude remedial treatments such as ramps. The opportunity exists to use horizontal
alignment constraints backed up by good urban design to keep speeds low. The careful
positioning of buildings, landscaping and the use of different materials can help to
reinforce the need to reduce speed and reduce the dominance of motor vehicles. It is
possible to integrate such traffic calming measures with the sustainable development
philosophy, and provide safer more attractive places for people to live. On new roads,
vertical deflections should be a last resort where site constraints give no opportunity for
other methods of keeping speeds low. Speed tables and speed cushions should only be
used in these exceptional circumstances. It should not be necessary to use ramps on
new roads and mini-roundabouts are not recommended in new residential layouts.
(Traffic Management Guidelines)
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Measures deemed acceptable within new developments are shown in figure 7.2 (See
Appendix D for details of the measures: Traffic Management Guidelines).
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3. Conclusions and Recommendations
Traffic Calming for Existing Roads and Estates
Appendix C attached sets out the measures recommended in the Traffic Management
Guidelines for traffic calming on existing roads and in existing estates. There are
numerous measures that can be employed but in terms of an economic comparison with
other forms of traffic calming for existing roads, road humps (or ramps) and required
associated works provide the most cost effective method of producing significant speed
reductions and therefore improvements in road safety.
Consequently, it is recommended that Laois County Council provide an allocation
of €144,000 for the next 5 years to provide 3 ramps per annum within an estate to
be agreed with the elected representatives within each electoral area (in the case
of Borris-in-Ossory – 2 estates).
Traffic Calming for new Roads and Estates
Appendix D attached sets out the measures recommended in the Traffic Management
Guidelines for traffic calming on new roads and in new estates and is broadly in line with
the approach that Laois County Council takes in LAOIS COUNTY COUNCIL ROADS &
PARKING STANDARDS Appendix E attached.
Given the very nature and purpose of traffic calming measures it is important that each
case is looked at individually, and that schemes are devised that best suit the
circumstances pertaining to each site.
However, it is proposed that on radial routes into towns, the appropriate traffic
calming measure used is the Speed Cushion – See Appendix C Diagram 6.39 on
Page 23.
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Appendix A: Extract from the Road Traffic Act, 1994: Traffic calming measures
38.—(1) A road authority may, in the interest of the safety and convenience of road
users, provide such traffic calming measures as they consider desirable in respect of
public roads in their charge.
2) A road authority may remove any traffic calming measures provided by them under
this section.
3) Before providing or removing traffic calming measures under this section of such class
or classes as may be prescribed, a road authority shall—
( a ) consult with the Commissioner;
( b ) publish a notice in one or more newspapers circulating in the functional area of the
authority—
(i) indicating that it is proposed to provide or remove the measures, and
(ii) stating that representations in relation to the proposal may be made in writing
to the road authority before a specified date (which shall be not less than one
month after the publication of the notice);
( c ) consider any observations made by the Commissioner or any representations made
pursuant to paragraph (b) (ii).
(4) The making of a decision to provide or remove traffic calming measures of a class
prescribed under subsection (3) and the consideration of observations or representations
under paragraph ( c ) of that subsection shall be reserved functions.
(5) Traffic calming measures shall not be provided or removed in respect of a national
road without the prior consent of the National Roads Authority.
(6) The Minister may issue general guidelines to road authorities relating to traffic
calming measures under this section and may amend or cancel any such guidelines and,
where any such guidelines are, for the time being, in force, road authorities shall have
regard to such guidelines when performing functions under this section.
(7) A traffic calming measure provided under this section shall be deemed to be a
structure forming part of the public road concerned and necessary for the safety of road
users.
( 8 ) ( a ) A person who, without lawful authority, removes or damages or attempts to
remove or damage a traffic calming measure provided under this section shall be guilty
of an offence.
( b ) An offence under this subsection may be prosecuted by the road authority in whose
functional area the acts constituting the offence were done.
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(9) In this section—
"provide" includes erect or place, maintain and (in the case of an instrument for giving
signals by mechanical means) operate and cognate words shall be construed
accordingly; and
"traffic calming measures" means measures which restrict or control the speed or
movement of, or which prevent, restrict or control access to a public road or roads by,
mechanically propelled vehicles (whether generally or of a particular class) and
measures which facilitate the safe use of public roads by different classes of traffic
(including pedestrians and cyclists) and includes the provision of traffic signs, road
markings, bollards, posts, poles, chicanes, rumble areas, raised, lowered or modified
road surfaces, ramps, speed cushions, speed tables or other similar works or devices,
islands or central reservations, roundabouts, modified junctions, works to reduce or
modify the width of the roadway and landscaping, planting or other similar works.
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Appendix B
S.I. No. 32/1988:
ROAD TRAFFIC (BOLLARDS AND RAMPS) REGULATIONS, 1988.
ROAD TRAFFIC (BOLLARDS AND RAMPS) REGULATIONS, 1988.
The Minister for the Environment in exercise of the powers conferred on him by
sections 5 and 101 A (inserted by section 9 of the Dublin Transport Authority
(Dissolution) Act, 1987 (No. 34 of 1987)) of the Road Traffic Act, 1961 (No. 24
of 1961) hereby makes the following Regulations:—
1. These Regulations may be cited as the Road Traffic (Bollards and Ramps)
Regulations, 1988.
2. In these Regulations:—
"the Act" means the Road Traffic Act, 1961 (No. 24 of 1961);
"the Act of 1968" means the Road Traffic Act, 1968 (No. 25 of 1968);
"bollard" has the meaning assigned to it by section 101 A of the Act;
"dual carriageway" has the meaning assigned to it by article 2(1) of the
Regulations of 1962;
"footway" has the meaning assigned to it by section 3(1) of the Act;
"the Minister" means the Minister for the Environment;
"national road" means a road declared by order to be a national road under
section 2 of the Local Government (Roads and Motorways Act, 1974 (No. 6 of
1974);
"omnibus" has the meaning assigned to it by section 3(1) of the Act;
"pedestrian crossing" has the meaning assigned to it by article 2(1) of the
Regulations of 1962;
"ramp" has the meaning assigned to it by section 101 A of the Act;
"the Regulations of 1962" means the Road Traffic (Signs) Regulations, 1962 (
S.I. No. 171 of 1962 );
"road authority" has the meaning assigned to it by section 3(1) of the Act;
"roadway" has the meaning assigned to it by section 3(1) of the Act;
"school warden" has the meaning assigned to it by section 96(1) of the Act as
amended by section 6 of the Act of 1968.
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3. Where a road authority proposes to provide or remove a bollard or ramp, the
notice of the proposal required to be given pursuant to section 101 A (4) (a) of
the Act shall be given by publication of the matters referred to in the said
section 101 A (4) (a) in a daily newspaper circulating in the functional area of
the road authority.
4. (1) The notice of a decision in relation to a proposal to provide or remove a
bollard or ramp required to be given pursuant to section 101 A (4) (b) of the Act
shall be given by publication of the matters referred to in the said section 101 A
(4) (b) in a daily newspaper circulating in the functional area of the road
authority.
(2) Where the decision made involves the provision or removal of a bollard or
ramp, the notice shall be published prior to the commencement of the relevant
works.
5. (1) The provision of bollards by a road authority shall be in accordance with
the requirements set out in the First Schedule to these Regulations.
(2) The provision of ramps by a road authority shall be in accordance with the
requirements set out in the Second Schedule to these Regulations.
FIRST SCHEDULE
Requirements in relation to the provision of bollards
1. Bollards provided on a roadway shall be so spaced that the width between
any two bollards shall be not less than 60 centimetres and not more than 70
centimetres.
2. Bollards shall not be provided on a footway which does not exceed 1.5
metres in width.
3. Bollards may only be provided on a footway (which equals or exceeds 1.5
metres in width) if they are so placed as not to prevent the movement of
pedestrians or invalid carriages between the bollards.
4. Bollards provided on a roadway or footway shall be so positioned as not to
obstruct an entrance to premises or land adjoining the road.
5. Bollards shall only be provided on a roadway or footway where a street light
is positioned within 5 metres of the bollards.
6. Bollards shall not be provided on a roadway where the road concerned is
(a) a road in respect of which a speed limit exceeding 30 miles per hour applies,
(b) a national road,
(c) a dual carriageway, or
(d) a road on which an omnibus service operates.
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7. Bollards shall be constructed in accordance with the following standards:—
(1) Bollards shall be of polyvinyl chloride tubing, filled with mass concrete.
(2) Each bollard shall be tubular in shape and have a minimum diameter of not
less than 15 centimetres.
(3) The height above the roadway or footway of each bollard shall be not less
than 1 metre.
(4) The visible portion of each bollard shall consist of five equal sections
displaying on the base, centre and top sections a reflectorised yellow colour and
on the remaining two sections the colour black.
SECOND SCHEDULE
Requirements in relation to the provision of ramps
1. Ramps shall be provided in the following manner:—
(1) There shall be a distance of at least 20 metres and not more than 200
metres between any two ramps on any roadway.
(2) Where a road has a gradient of more than 10 degrees, a ramp shall not be
provided within 30 metres of the top of the gradient and the distance between
any two ramps on the gradient shall not be greater than 70 metres.
(3) There shall be not less than two ramps on any roadway.
2. Where ramps are provided, they shall not be positioned—
( a ) so as to obstruct an entrance for vehicles to premises or land adjoining the
road,
( b ) on or within 30 metres of a pedestrian crossing,
( c ) at or within 30 metres of a location on a roadway where a school warden
operates,
( d ) on or within 30 metres of a bridge, tunnel, culvert or other structure over
which the roadway passes,
( e ) under or within 30 metres of a structure over the roadway any part of which
is 6.5 metres or less above the roadway,
( f ) at or within 8 metres of a junction or a 45° bend with an inner kerb radius of
less than 50 metres,
( g ) within 200 metres of a traffic sign number 202 authorised by the
Regulations of 1962 on the same road,
( h ) within 30 metres of a railway level crossing.
3. A ramp shall only be provided where its centre is within 5 metres of a street
light.
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4. Ramps shall not be provided on a roadway where the road concerned is—
( a ) a road in respect of which a speed limit exceeding 30 miles per hour
applies,
( b ) a national road,
( c ) a dual carriageway, or
( d ) a road on which an omnibus service operates.
5. Each ramp shall—
( a ) be constructed of hot rolled asphalt,
( b ) extend across the width of the roadway between channels,
( c ) be 3.7 metres in length in the direction of the roadway,
( d ) have a maximum height at the centre above the road surface of 10
centimetres,
( e ) be properly secured so as to prevent movement, and
( f ) be painted with reflectorised white paint.
GIVEN under the Official Seal of the Minister for the
Environment this 2nd day of March, 1988.
PADRAIG FLYNN,
Minister for the Environment.
EXPLANATORY NOTE
The regulations prescribe the procedure to be followed by road authorities in
publishing proposals and decisions regarding the provision or removal of
bollards or ramps. The schedules to the regulations lay down requirements
which road authorities must comply with in relation to the construction, design
and positioning of bollards and ramps. The regulations also specify classes of
roads where bollards and ramps cannot be provided.
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Appendix C
Speed restraint measures suggested for existing roads (extracted from the Traffic
Management Guidelines)
Road closures
Road closures should always be considered as an alternative to traffic calming if the
main problems are caused by through traffic that does not need to be on the road being
considered for treatment. The form of road closure is usually a prohibition of driving over
a short length of road, which is enforced by physical measures such as kerbs and
bollards. The position of the length of road over which the closure is applied needs to be
chosen carefully so that through traffic is diverted onto suitable alternative routes and the
problem is not merely transferred onto adjacent residential roads.
Traffic Islands (Refuges)
Traffic islands or refuges can be used for a variety of purposes including:
_ providing a facility for pedestrians and cyclists to cross a road
_ providing a location for street furniture such as signs and signal poles (including
gateways)
_ segregating different streams of traffic (including cycle bypasses at traffic calming
measures)
_ as part of traffic calming schemes to narrow the road or provide deflection of vehicle
paths in order to reduce speeds
_ preventing overtaking and reducing speed by channellising traffic
Islands should be carefully situated so as to avoid obstructing access to properties and
thought should be given to the consequences for future maintenance of the road on
which they are placed. Adequate street lighting should be provided where islands are to
be installed.
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Gateways and Entry Treatments
Gateways and entry treatments are features which are intended to alert drivers to the
fact that they are entering an area or length of road that has a different driving
environment. They may have only a small effect on traffic speeds if used on their own
and vehicles will speed up again after passing the feature.
Gateways commonly consist of one or more of the following:
_ a higher level of signing and road markings
_ the use of contrasting surface colour or textures
_ street furniture such as bollards and timber posts
_ vertical or horizontal deflections such as ramps or build-outs
_ hard and soft landscaping
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Overrun areas and Rumble Devices
Overrun areas are areas of material that contrast visually and texturally from the normal
road surface. Their purpose is to create the appearance that the carriageway is narrower
than it actually is, and to help reduce vehicle speeds particularly those of cars. Car
drivers are discouraged from encroaching into the overrun areas but long vehicles can
mount these if necessary.
Overrun areas are commonly used at the following locations:
_ bends and junction radii – to reduce the effective corner radii for smaller vehicles
where longer vehicles must still be catered for
_ roundabouts – to increase the effective deflection for smaller vehicles by deploying the
overrun area around the central island
_ road narrowings and islands (refuges) – to increase the effective deflection for smaller
vehicles at the edge of the carriageway or alongside the narrowings
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Mini-roundabouts
Mini-roundabouts consist of small painted central islands (between 1m and 4m in
diameter) with arrows indicating the direction in which vehicles are required to proceed
around them (Diagram 6.12). The islands may be flush or slightly "domed" (a maximum
of 75mm high is recommended) and can be overrun by longer vehicles. Doming should
be a maximum of 25mm high if buses turn right at the mini-roundabout. Mini-roundabouts
are generally installed at existing 3 or 4-arm priority junctions in order to reduce
accidents, vehicle speeds or to relieve queuing on the minor road. They can often be
introduced with a minimum of alteration to the existing kerb lines in order to keep costs
down. It is more difficult to physically constrain speeds with miniroundabouts because of
their comparatively small size. Because of this, mini-roundabouts should not therefore
generally be used on roads with 85% speeds greater than 30mph unless measures to
reduce approach speeds are incorporated into the design. Mini-roundabouts should not
be used on roads with 85% speeds greater than 40mph.
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Horizontal deflections – Build-outs, Pinch-points and Chicanes
Horizontal deflections may need to be signed in advance (for example "Road narrows").
This gives drivers adequate warning so that they can slow down to negotiate the feature.
If the road is narrowed to a single lane width then yield markings should be provided to
indicate which traffic flow direction has priority. Consideration should also be given to the
use of yield signs to indicate priorities in situations where the markings alone would not
have sufficient effect. Such situations would include locations where approach speeds
may exceed 30mph (e.g. where it is the first in a series of traffic calming measures) or
where the markings may be obscured by parked vehicles.
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Vertical deflections –Ramps, Speed Tables and Speed Cushions
Vertical deflection measures are those which create vertical motion in a vehicle when it is
driven over the device. Vertical deflection measures should be used only on local streets
and low-volume collector roads.
Vertical deflections can reduce the response times of emergency vehicles and give
problems for some injured people in transit in ambulances. They can also cause
problems for some buses and their passengers. This is less so in the case of speed
cushions.
Round-top ramps
Round-top ramps have the cross-section of a segment of a circle. The height of the ramp
referred to is the maximum height in the centre. Most of the round-top ramps that have
been constructed on the public road in the UK are 3.7m long and between 50mm and
100mm high. Shorter ramps have been tried but it is more difficult to get an acceptable
balance between speed reduction and some of the potential drawbacks.
Flat-top ramps and speed tables
Flat-top ramps consist of a raised section of carriageway with inclined sections (entry/exit
slopes) at either end. Most of the flat-top ramps constructed on the public road in the UK
have a minimum flat-top length of between 2.5m and 3m (excluding entry/exit slopes).
Shorter lengths could lead to vehicles grounding. Entry/exit slopes vary in gradient
between 1 in 6 and1 in 30. The height of features varies between 50mm and 100mm.
Heights greater than 100mm are not allowed in the UK. Diagram 6.33 and 6.34 show
typical details of the construction of a flat-top ramp.
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Reducing passenger discomfort
Discomfort for drivers/passengers is one of the main drawbacks with ramps. The driving
style adopted by the majority of drivers at these features is to reduce their speed on
approach and to accelerate once the front wheels of the vehicle have cleared the ramp.
Most of the discomfort is therefore experienced as the rear wheels traverse the feature.
At certain locations (such as one-way streets or where the ramp can be constructed with
a refuge island), it is possible to reduce the discomfort without compromising the desired
speed reducing effect. This can be achieved by reducing the exit gradient of the ramp to
around 1 in 30, whilst maintaining the entry gradient at 1 in 15 (see Diagram 6.36).
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Speed tables
Speed tables tend to be located on more sensitive traffic routes, usually in response to
bus or emergency service concerns. They have the advantage that they can be
positioned at junctions. Because they are longer, the pitching movements associated
with shorter ramps are not as pronounced and passenger comfort is generally improved.
Mean vehicle speeds increase by around 1mph for each extra 6m length (up to 18m),
when compared to standard 2.5m to 3m flat-top lengths. Where speed tables are located
at junctions, it is common practice to extend the feature into the side road by around 6m
to allow a car to wait with all four wheels on the raised area. Diagram 6.35 shows a
typical speed table layout at a junction.
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Speed Cushions
"Speed cushions" are narrow versions of ramps that wider vehicles can straddle (or
partially straddle), thereby reducing some of the potential drawbacks of traffic calming on
buses, fire engines and lorries. The concept originates from Germany where they are
widely used to great effect.
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Appendix D
Speed restraint measures suggested for new roads (extracted from the Traffic
Management Guidelines)
Entry treatment – This marks the change from one type of road to another to make
drivers aware of a change in the nature of the road. Typically this would be where a
driver turns off the "Local Collector" road onto an "Access" road or from a major access
road to a minor one with a shared surface.
Shared surface – This is where a road does not have a separate footway. These can
serve up to 50 dwellings and may need further calming features if longer than 80m. The
minimum width of the road should be 5.0m but may require widening on bends. The road
surface finish should contrast visually and texturally with other conventional access roads
so that drivers do not assume precedence.
Carriageway narrowings and chicanes – These can be achieved in a variety of ways
and some illustrations are shown below. Care should be taken that pedestrians, cyclists
and other vehicles are not masked by any of the landscaping associated with the
measure. A vehicle may be required to give way to an opposing vehicle.
Speed reduction bend – Bends in the horizontal alignment can help to reduce speed if
they are sufficiently "tight". This requires specifying a maximum radius and angle of turn
for appropriate speeds. Adequate forward visibility (33m for 20mph and 50m for 30mph)
for the design speed should be maintained around the bends. It may be necessary to
provide widening in an overrun material on the bends (see Diagrams 7.4 and 7.5).
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Speed control island – These involve lateral shifts of the carriageway and can
incorporate the provision of overrun areas or "mountable shoulders" (see Diagrams 7.6
and 7.7). Smaller vehicles slow down and follow the deflection created by the central
island. Longer vehicles can mount the overrun areas to negotiate the measure slowly
without mounting the footway. Speed control islands are not roundabouts and should not
be used at junctions. If used on bus routes the overrun areas may be omitted.
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Priority Junctions – Drivers slow down when turning or yielding right of way at
junctions. The careful positioning of priority junctions can assist in restraining speed
along a length of road (see Diagram 7.8). Crossroads layouts are not recommended.
The priority at a junction can be changed to act as a speed reducing measure. This is
illustrated in Diagram 7.9. On roads with a relatively low traffic flow (such as access
roads), the priority at a junction can be changed to slow traffic down. Diagram 7.9 shows
a layout where priority has been changed by creating an offset in the main alignment and
giving priority to traffic coming to and from what would traditionally have been regarded
as the side road. It is important that approach speeds are low and that visibility for all
turning movements is adequate.
Traffic islands – These can be useful facilities where pedestrians and cyclists cross
local major access roads and district collector roads. They can help to promote the use
of cycle tracks and pedestrian links.
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Appendix E
LAOIS COUNTY COUNCIL ROADS & PARKING STANDARDS
6. Access Roads
6.1 Housing Estate / Commercial / Industrial Development
Road design and construction for housing estates will be required to comply with the
requirements set out in the current “Recommendations for Site Development Works for
Housing Areas” published by the Department of Environment & Local Government,
“Road Geometry Handbook” published by the National Roads Authority and “Traffic
Management Guidelines Manual” published in 2003 by the Department of Environment &
Local Government and Dublin Transportation Office.
The roads layout plan should demonstrably provide for traffic calming with a plain
hierarchy of roads, sufficient and safe pedestrian, cyclist and mobility impaired facilities
and proposals for fully standardized road markings and signage. The hierarchy of roads
may range from short cul-de-sac to wider distributor roads and where the safety of the
public receives precedence. Individual dwelling entrances will not be permitted onto
major distributor roads.
Speed restraint measures should reduce speeds over distances that drivers would find
acceptable and ensure that accelerating and braking vehicles do not create additional
hazards and that unexpected conditions are not met by pedestrians, cyclists or drivers.
Recommended measures include short cul-de-sacs, offsets, junctions and small radius
bends to provide changes in the horizontal alignment of the carriageway. Road humps
are not recommended for new estate roads. Speed tables or raised junctions should be
combined with the other measures described above.
Estate access roads serving as arterial / collector road are required to be 6.0m wide to
allow vehicles to pass each other. Separate cycle facilities shall be provided alongside
these roads.
Cul-de-sac spur roads, leading off the collector access road, are required to be 5.5m in
width. These roads may be shared with cyclists without the need for a separate cycle
lane.
Cycle lane shall be 1.5m in width and may be shared with the footpath provided the
shared surface is 3m in width with 1.5m for each use. In a shared surface arrangement
the cycle lane shall be segregated from the footpath with a white centreline or differing
surface treatment for each use. Appropriate signs must be provided. Headroom shall be
at least 2.1m. At entries to roads dropped kerbs shall be provided and entries shall be at
90 degrees. Visibility shall be maintained along the cycle lane.
The roads proposals must also provide the horizontal and vertical alignment of the
junction of new access point(s) onto the public road(s) with adequate visibility. The
entrance must cater for fire appliances and other and emergency vehicles.
The road layout must provide acceptable direct access routes to community facilities or
other utility buildings within the curtilage of the site.
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Laois County Council
SPC on Planning and Transportation
Cross roads are discouraged on access roads. The staggering of junctions or provision of
an island is recommended. Right-left staggers are recommended and the stagger distance
should be at least one-carriageway in width.
Visibility must be maintained across bends and along the carriageway edge. Visibility must
be maintained from driveways to footpaths.
Footpaths shall be dished with appropriate tactile paving at road junctions to facilitate
access for people with disabilities. Appropriate tactile paving shall also be provided
elsewhere in accordance with “Guidance on the use of tactile paving surfaces”,
Department of the Environment, Transport and the Regions.
Street lighting for roads, footpaths and other public paths shall be provided in accordance
with relevant ESB standards and as per section 5 of the Recommendations for Site Works
for Housing Areas.
Car parking needs shall be in accordance with the current development plan Car Parking
Standards. Car parking provision shall be safe, secure, adequate and convenient for
residents, visitors and service vehicles. Each residential unit shall have parking facilities
provided in accordance with the Car Parking Standards.
Refuse and service vehicles should not have to reverse.
Parking facilities for apartment complexes should be self sufficient in parking provision
within curtilages and within view and convenient parking for visitor and delivery / service.
In respect of roads design the Developer shall submit the following information.
Ground investigation information for the road bearing strata in the form of California
Bearing Ratio measured in situ and in the laboratory. The road pavement design shall
be based on the California Bearing Ration soil test results.
6.2 Single private dwelling
Road Gradients for single private dwellings: Longitudinal gradients from the dwelling to the
entrance gate(s) must not exceed 8.5% (1:12). Longitudinal gradients from the entrance to
the road edge must not exceed 5% (1:20). All longitudinal gradients must be greater than
0.5%.
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