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DMURS COMPLIANCE STATEMENT

FOR A PROPOSED RESIDENTIAL DEVELOPMENT

AT CITYWEST ROAD, CITYWEST DUBLIN 24

DOCUMENT: 18.383-IR-05 REV.PL1

INTRODUCTION

The Design Manual for Urban Roads and Streets (DMURS), published by Department of Transport, Tourism and

Sport and the Department of Environment, Community and Local Government, updated in 2019, provides

guidance relating to the design of urban roads and streets. It presents a series of principles, approaches and

standards that are necessary to achieve balanced, best practice design outcomes with regard to networks and

individual streets.

DEVELOPMENT DESCRIPTION

The proposed residential development includes a total of 463no. residential units:

▪ 7no. blocks with a total of 353units. ▪ 110no. residential units (89no. houses & 21 duplex units) ▪ Crèche and other resident’s amenity facility. ▪ Self-contained landscaped courtyards and gardens, home zones, linear public park along the boundary

with Citywest Road.

KEY DESIGN PRINCIPLES

It is a requirement of the regulations that the proposed housing development is compliant with the

requirements of the Design Manual for Urban Roads and Streets. The four key principles of design aim to guide

a more place-based/integrated approach to road and street design. Designers must have regard to the four

core principles presented below:

▪ Design Principle 1: Connected Networks

▪ Design Principle 2: Multifunctional Streets

▪ Design Principle 3: Pedestrian Focus

▪ Design Principle 4: Multidisciplinary Approach

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COMPLIANCE WITH THE KEY DESIGN PRINCIPLES

Design Principle 1: Connected Networks

“To support the creation of integrated street networks which promote higher levels of permeability and

legibility for all users, and in particular more sustainable forms of transport.”

▪ In line with best practice the design incorporates an orthogonal street layout thus promoting

legibility as well as connectivity.

▪ The proposed network is structured and will draw future occupants toward focal points including the

central communal open space and western linear park.

▪ Presently, there are pedestrian movements across the site from Magna Drive to the south and east towards

the Citywest Shopping Centre located at the north-west corner of the site. The development proposes a

series of footpaths permitting connectivity through the site along similar desire lines – see Fig.1.1 & 1.2

below.

▪ The Citywest Shopping Centre and other local amenities are circa 10 minutes’ walk time from the site, while

public transport links (LUAS and Bus) are also available within 10 minutes’ walk or less of the subject site.

Fig.1.1 – Pedestrian & Cyclist available routes (north end of site)

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Fig.1.2 – Pedestrian & Cyclist available routes (south end of site)

Legend

Pedestrian available routes

Pedestrian & Cyclist (shared surface) available routes

Cyclist available routes

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Design Principle 2: Multifunctional Streets

“The promotion of multi-functional, place-based streets that balance the needs of all users within a self-

regulating environment.”

▪ The development incorporates a series of multifunctional streets that offer route choice and flexibility for

managing movement within it.

▪ Large car-free areas are provided within the development where pedestrians and cyclists are segregated

from vehicular traffic, particularly within the apartment scheme and linear park. Cyclists will be able to

access/exit the site though several routes which connect to a proposed cycle track on Citywest Road – see

Figs 1.1 & 1.2 above.

▪ The typical carriageway width of 6m has been agreed with the Local Authority in the S247 meeting, though

a series of narrower residential home-zones and shared surface streets are strategically positioned to

create distinct character areas within the development.

Table 2.1 below is intended to summarise the road hierarchy and proposed construction for each road

whilst also indicating the design approach and demonstrating how the proposals are in accordance with

best practice and DMURS (2019).

Road Name Hierarchy Proposed Construction

Road 1 “Local Street” with

standard carriageway.

Main access into site

6m wide road is proposed to enable vehicles

manoeuvre from perpendicular parking spaces located

on both sides of the road (in accordance with pg.121

DMURS)

Road 2 “Local street with a

shared surface

carriageway”

4.8m wide road which forms part of adjacent

landscape shared surface zone.






DMURS)



5.5m wide access road in accordance with DMURS

with adjacent 2.1m parallel parking space to both

sides.





on one side of the road (in accordance with pg.121

DMURS)

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The proposed 6m width is dictated by the southern

portion of the road to enable vehicles manoeuvre from

perpendicular parking spaces located on one side of

the road (in accordance with pg.121 DMURS). The

width of the northern portion of the road has been

retained at 6m wide to ensure consistency of road

width along this street.


shared surface

carriageway” to create

home-zone.

3.6m wide one-way with adjacent 1.8m pedestrian

comfort zone both sides to form overall 7.2m wide

street. The overall street width enables vehicles



DMURS)


shared surface


home-zone.

4.2m wide one-way with one-sided 1.8m pedestrian

comfort zone to form overall 6.0m wide street. The

overall street width enables vehicles manoeuvre from

perpendicular parking spaces located on both sides of

the road (in accordance with pg.121 DMURS)


shared surface


home-zone.

4.8m wide with adjacent 1.8m wide pedestrian

comfort zone to form overall 6.6m wide street. The

overall street width enables vehicles manoeuvre from

perpendicular parking spaces located on one side of

the road (in accordance with pg.121 DMURS)



5.5m wide with adjacent 2.1m parallel parking space

to one side.






DMURS)


shared surface


home-zone.




DMURS)

Table 2.1: Road Summary

It is also intended that the street network to the northern end of the site will serve the series of apartment

blocks and provide vehicular access to associated parking areas. The street (Road 2) linking this northern

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zone to the main site access road, will act as a shared surface providing a level of traffic calming while also

providing a pedestrian link from Block 6 to the communal park area further east – see Fig.2.1 below.

Fig.2.1 Northern end of site

Further north Road 4 provides a link to the adjacent site to the north (which is currently under

development) .

Road 4

Road 2

Community

Building

Road 1

Road 4

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On the southern end of the site, the development includes residential houses within character areas and

the proposed roads are intended to provide a clear and legible street network that offers route choice and

flexibility for managing movement within it. One-way home zone streets are proposed for the central north-

south streets (Roads 7 & 8), defined by a narrower carriageway and finished in buff-coloured asphalt, and

aim to achieve a low-speed, pedestrian-friendly, and well-defined residential environment – see Fig 2.2

below.

Further east on Road 9, a 4.8m wide two-way home zone is provided to serve dwelling units on the north-

south cul de sacs.

Fig.2.2 Southern end of site

Road 7

Road 4

Road 8

Road 4

Road 9

Road 4

Road 6

Road 4

Creche

Road 4

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▪ By shortening long stretches of straight road and introducing variations in the horizontal alignment of the

street network, a natural traffic calming effect is provided in both a physical and psychological sense, which

will assist in self-regulating vehicular speeds. A design speed limit of 30 km/hour will be applied throughout

the development in accordance with the Design Manual for Urban Roads and Streets (function – local road,

context – neighbourhood, pedestrian priority).

▪ Junctions have been designed to minimise corner radii in line with Section 4.3.3 of DMURS and provide a

level of self-regulation of vehicular speeds at junctions. At corners between shared surfaces it is also

proposed to introduce permanent landscape features to prevent vehicles cutting the corner and to further

act as a traffic calming measure – see Fig.2.3 below showing junction of Roads 2, 3 and 4.

Fig.2.3 – Extract from Landscape Architect’s plans

▪ Pedestrian priority will be provided where possible at internal junctions in the form of raised entry

treatments which also serve as a traffic calming measure.

Road 2

Road 4

Road 4

Road 4

Road 3

Road 4

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Design Principle 3: Pedestrian Focus

“The quality of the street is measured by the quality of the pedestrian environment.”

▪ The proposed development has been carefully designed to ensure a strong focus on creating a vibrant and

sustainable pedestrian environment which supports a sense of place.

▪ A high degree of pedestrian permeability and connectivity throughout the site is created by providing

footways that connect the spaces between each block / terrace of houses, with all the main landscaped

spaces connected to a universally accessible route – see Figs 1.1 & 1.2.

▪ Segregation and exclusion of vehicular traffic within the development also supports the sense of place.

As pedestrians’ progress into the development, the pedestrian routes are segregated from vehicular traffic

by incorporating footways through the landscaped gardens and park area, particularly around the

apartment blocks to the north of the site.

▪ Within the apartment blocks to the north of the site, by assigning the majority of car parking to the

perimeter roads and not between the apartment buildings, pedestrian movement is prioritized within an

attractive landscaped environment.

▪ To the south of the site, residential home-zones with contrasting surface finishes are proposed to

encourage lower vehicular speeds and create a more attractive space for pedestrians.

▪ Pedestrian priority will be provided at internal junctions in the form of raised entry treatments which

also serve as a traffic calming measure, while a linear park walk is incorporated into the design along the

banks of the Brownsbarn Stream.

Design Principle 4: Multidisciplinary Approach

“Greater communication and co-operation between design professionals through the promotion of a plan-led,

multidisciplinary approach to design.”

▪ The design of the layouts involved close collaboration and coordination between the Architect, Structural

Engineer, Civil Engineer, Landscape Architect and Mechanical & Electrical Engineer.

▪ The interaction between the Landscape Architect and the Civil Engineer was of particular importance to

design a layout that created attractive pedestrian spaces whilst complying with the key roads design

principles for vehicular and non-motorised users.

▪ In addition to this interaction, the Architect and Mechanical & Electrical Engineer provided designs to

incorporate lighting and building access to the scheme that was integrated into the strategy of the

landscaping, bike parking and desire lines for access and egress to buildings by non-motorised users.

▪ With reference to BMCE report 18.383-IR-01, Section 6 and Appendix X, extensive consultation has been

undertaken with South Dublin County Council Roads including the submitting of design proposals and

adopting comments. With particular reference to SDCC correspondence included in Appendix X, we

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therefore consider the road design approach and construction details have been formally agreed with the

local authority for each street, in accordance with DMURS.

CONCLUSION

▪ This statement of consistency sets out how the proposed development has been designed to achieve the

objectives set out in DMURS (2019).

▪ Having regard to the above, we are of the opinion that the proposed development is consistent with the

key design principles and requirements as set out in DMURS (2019).

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