Self Regulating Road

SELF-REGULATING
STREETS
Jason Taylor
Urban Designer - South Dublin Co Co
March 2013
Self-Regulating Streets
The Issue of Speed

Speed and Street Characteristics
A Balanced Approach
The Issue of Speed

Speed is a key issue in street design
Impact on safety
Impact on enjoyment, vitality,
use by more
sustainable/active modes
Road Safety Authority Free Speed

Survey 2008, 2009, 2011
Consistent findings, on
average 3 out of 5 drivers
on urban roads driving in
excess of the posted speed
limit.
On Primary/Secondary
routes, 2 out of 5 drivers
were driving 10km/h or more
over the posted speed limit
The Issue of Speed
There is a long established

relationship between speed and street
design
Transport Research Laboratory (UK)

reports 322, 325 and 551
Driver speed based on a visual
and psychological interpretation
of street environment
Legislation and regulation play a
secondary role
Self-regulating streets instinctively tell

drivers what speed they should be
doing (i.e. visual and psychological
interpretation)
Self regulating streets are established

by a combination of 'soft' and 'hard'
measures.
Softer 'place' based measures include

Built form
Landscape
Activity
Harder measures are more

associated with conventional road
design, i.e. street geometry
Physical and psychological, or harder and softer measures, that influence driver
behaviour illustrated in the Adamstown Street Design Guide (2010).
No single measure is effective on it own. Physical and psychological measures are most
effective when used in combination (Transport Research Laboratory 2005).
Preparation of DMURS included an analysis of recent Road Safety Authority Free Speed
Surveys to establish influence of 'hard' and 'soft' measures on drivers in Ireland
RSA Free Speed Survey 2008, 2009 and 2011 recorded speeds of some 9,500 vehicles
in free flowing conditions along 23 streets, that varied in function and context, within
metropolitan Dublin were recorded
Glasilawn Road
Abbey Park
Delwood Road
Lwr. Kilmacud Road (R825)
Clonkeen Road (R827)
Morehampton Road (N11)
Navan Road (N3)
Stillorgan Road (N11)
The results demonstrated a strong trend whereby as the frequency and strength of the
'softer', or psychological, and 'harder', or physical, design measures increased, operating
speeds lowered significantly
Average Operating Speed (All Streets)

Stillorgan Road
(60 km/h)
Ave. 71.6
km/h
Lwr Kilmacud Rd
(50 km/h)
Ave. 48.7 km/h
Brian Rd
(50 km/h)
Ave.
31.0
km/h
Frequency and Intensity of Psychological and Physical Measures
and the number of drivers exceeding the posted speed limit significantly decreased
% of Drivers Exceeding the Posted Speed Limit (All Streets)

Stillorgan Road
(60 km/h)
83.6%
Lwr Kilmacud Rd
(50 km/h)
37.6%
Brian Rd
(50km/h)
1%
As would be generally expected the presence of deflections (such as ramps) had a

strong influence on reducing speed. However trend of lower operating speeds was
consistent on streets without ramps where other measures were present.
Average Operating Speed (Streets Without Ramps)

Morehampton Rd
(50 km/h)
Ave. 53.3 km/h
Delwood Road
(50 km/h)
Ave. 44.8
km/h
Lorcan Rd
(50 km/h)
Ave. 34.7
km/h
Other softer measures, such as a sense of enclosure, surveillance and activity created
by landscape treatments and development (esp. where fronting directly onto the street)
also had a significant influence on lowering speed.
Average Operating Speed (Enclosure and Frontage)

Malahide Road
(60 km/h)
Ave. 69.8
km/h
Morehampton Rd
(50 km/h)
Ave. 53.3 km/h
Brookwood Rise
(50 km/h)
Ave. 38.3 km/h
Significantly, where there are limited psychological and physical design measures on
streets with a speed limit of 50 km/h, most drivers exceeded the speed limit by 10 km/h
or more.
% of Drivers Exceeding the Speed Limit by 10km/h or more (50 km/h streets)
A Balanced Approach
Research highlights the need to reevaluate much of what has been

accepted as convention
DMURS highlights issues with

conventional design approaches that
seek to minimise risk and delay for
motor vehicles
This approach is counter productive in

urban areas as drivers are more inclined
to drive at inappropriate speeds and
behave more aggressively
Further implications for sustainability

and quality of life. If streets are not
perceived to be safe, people will retreat
to the safety of their cars
A Balanced Approach
To moderate speeds, streets need to

be fronted with development and
overlooked with only as much space
dedicated to motor vehicles as is
reasonably necessary
DMURS equips designers with the

tools to create more equitable
distribution of risk and responsibility
DMURS presents designers with a

holistic package 'soft' and 'hard'
measures to manage driver behaviour
and increases pedestrian/cyclist
mobility
'win win' - more attractive, better

managed streets promote the
development of more sustainable
communities
A Balanced Approach
50 km/h
30 km/h
10 km/h
Mid Level Place Function
Mid Level Place Function
High Level Place Function
Mid Level Movement

Function
Low level Movement

Function
Low level Movement

Function (Cars)
High Level Movement
Function
(Pedestrians/Cyclists)
A Balanced Approach
50 km/h
30 km/h
>30 km/h
Mid/High Level Place

Function
High Level Place

Function
High Level Place Function
High Level Movement

Function
High Level
Movement
Function
Mid Level Movement

Function (Cars)
High Level Movement
Function
(Pedestrians and
Cyclists)
Conclusion
Legislation and enforcement alone will not adequately manage vehicle

speeds.
Research also tells us that conventional design measures alone do not

sufficiently manage driver speeds
Driver speed is best managed by a combination of 'hard' and 'soft'

measures
Place based design promotes a 'win win' scenario, where streets are more
attractive, more sustainable and safer.

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SELF-REGULATING

The Issue of Speed

The Issue of Speed

Road Safety Authority Free Speed

The Issue of Speed

There is a long established

Transport Research Laboratory (UK)

Speed and Street Characteristics

Self-regulating streets instinctively tell

Self regulating streets are established

Softer 'place' based measures include

Harder measures are more

Speed and Street Characteristics

Speed and Street Characteristics

Lwr. Kilmacud Road (R825)

Clonkeen Road (R827)

Morehampton Road (N11)

Navan Road (N3)

Stillorgan Road (N11)

Speed and Street Characteristics

Average Operating Speed (All Streets)

Speed and Street Characteristics

% of Drivers Exceeding the Posted Speed Limit (All Streets)

Frequency and Intensity of Psychological and Physical Measures

Speed and Street Characteristics

As would be generally expected the presence of deflections (such as ramps) had a

Average Operating Speed (Streets Without Ramps)

Frequency and Intensity of Psychological and Physical Measures

Speed and Street Characteristics

Average Operating Speed (Enclosure and Frontage)

Frequency and Intensity of Psychological and Physical Measures

Speed and Street Characteristics

Frequency and Intensity of Psychological and Physical Measures

Research highlights the need to reevaluate much of what has been

DMURS highlights issues with

This approach is counter productive in

Further implications for sustainability

To moderate speeds, streets need to

DMURS equips designers with the

DMURS presents designers with a

'win win' - more attractive, better

Mid Level Place Function

Mid Level Place Function

High Level Place Function

Mid Level Movement

Low level Movement

Low level Movement

Mid/High Level Place

High Level Place

High Level Place Function

High Level Movement

Mid Level Movement

Legislation and enforcement alone will not adequately manage vehicle

Research also tells us that conventional design measures alone do not

Driver speed is best managed by a combination of 'hard' and 'soft'

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