DN Geo 03046 03

The Location and Layout of Lay-
bys and Location Markers
DN-GEO-03046
December 2010
TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS
About TII
Transport Infrastructure Ireland (TII) is responsible for managing and improving the country’s national
road and light rail networks.
About TII Publications

TII maintains an online suite of technical publications, which is managed through the TII Publications
website. The contents of TII Publications is clearly split into ‘Standards’ and ‘Technical’
documentation. All documentation for implementation on TII schemes is collectively referred to as TII
Publications (Standards), and all other documentation within the system is collectively referred to as
TII Publications (Technical).
Document Attributes
Each document within TII Publications has a range of attributes associated with it, which allows for
efficient access and retrieval of the document from the website. These attributes are also contained
on the inside cover of each current document, for reference.
TII Publication Title The Location and Layout of Lay-bys and Location Markers
TII Publication Number DN-GEO-03046
Activity Design (DN) Document Set Standards

Stream Geometry (GEO) Publication Date December 2010
Document 03046 Historical NRA TD 69
Number Reference
TII Publications Website

This document is part of the TII publications system all of which is available free of charge at
http://www.tiipublications.ie. For more information on the TII Publications system or to access further
TII Publications documentation, please refer to the TII Publications website.
TII Authorisation and Contact Details

This document has been authorised by the Director of Professional Services, Transport Infrastructure
Ireland. For any further guidance on the TII Publications system, please contact the following:
Contact: Standards and Research Section, Transport Infrastructure Ireland

Postal Address: Parkgate Business Centre, Parkgate Street, Dublin 8, D08 DK10
Telephone: +353 1 646 3600
Email: [email protected]
TII Publications DN-GEO-03046
The Location and Layout of Lay-bys and Location Markers December 2010
Updates to TII Publications resulting in changes to

The Location and Layout of Lay-bys and Location Markers DN-GEO-03046
Date: October 2019
Page No: 6
Section No: 3.29
Amendment Details:
Wording amendment to Section 3.29
Page i
Volume 6 Section 3
Part 3
NRA TD 69/10
Back to Main Index
The Location and Layout of

Lay-bys and Location Markers
December 2010
St. Martin’s House, Waterloo Road, Dublin 4. Tel:+353 1 660 2511 Fax +353 1 668 0009
Email : [email protected] Web : www.nra.ie
Summary:
This Standard details the requirements and gives advice on the provision, siting and design of lay-bys
and maintenance lay-by areas on Motorways and all-purpose dual carriageways. It also details the
requirements for the provision of location markers on Motorways and all-purpose dual carriageways.
Published by National Roads Authority, Dublin

2010
NRA DESIGN MANUAL FOR ROADS AND BRIDGES
VOLUME 6 ROAD GEOMETRY
SECTION 3 HIGHWAY
FEATURES
PART 3
NRA TD 69/10
THE LOCATION AND LAYOUT

OF LAY-BYS AND LOCATION
MARKERS
Contents
Chapter
1. Introduction
2. General Principles
3. Type and Layout of Lay-bys
4. Spacing and Siting of Lay-bys
5. Signage and Road Markings for Lay-bys
6. Location Markers
7. References
8. Enquiries
December 2010
National Roads Authority Volume 6 Section 3
Design Manual for Roads and Bridges Part 3 NRA TD 69/10
1. INTRODUCTION
General Definitions
1.1 This Standard outlines the design principles 1.6 For definitions of the general road terms
and factors which should be considered by Design used in this Standard such as components of the
Organisations for the layout and siting of lay-bys road (central reserve, verge, hard shoulder, and
and maintenance lay-bys on national roads. It also hard strip, etc.) see BS 6100: Subsection 2.4.1.
includes requirements for the provision of location
markers on national roads. 1.7 Particular terms used in this Standard are
defined as follows:
1.2 This Standard supersedes the September
2008 version of the NRA Advice Note TA 69/08 Design Organisation:- The organisation
“The Location and Layout of Lay-bys”. responsible for undertaking and/or certifying the
design.
1.3 The principal changes from the previous
Lay-by: - A convenient parking area adjacent to
Advice Note are:
the carriageway for short duration stops.
a. change of document status from an Advice Location Marker: - A symbol on the road edge
Note to a Standard with mandatory identifying the road user location for emergency
requirements; purposes.
Mainline: - The carriageway carrying the main
b. the standardisation of the existing four lay-by
flow of traffic (generally traffic passing straight
layouts and garda enforcement area;
through a junction or interchange).
c. the inclusion of a reduced lay-by for short Maintenance Lay-bys: - A restricted parking area,
duration stops; adjacent to the carriageway, from which
maintenance activities can be undertaken.
d. the inclusion of a maintenance lay-by area;
Motorway: - A divided multi-lane road as defined
e. the inclusion of location markers on national in Section 43 of the Roads Act.
roads. Service Area: - An area where road users on
longer journeys can make short duration stops for
1.4 This Standard does not cover the design of refreshment and rest.
service areas, see NRA TA 70 “The Location and
Layout of Service Areas” for more information on Non-motorised Users (NMUs): - Pedestrians,
these. However NRA TA 70 should be read in cyclists and equestrians, including mobility
conjunction with this Standard for siting purposes. impaired users.
Type 1 Dual Carriageway: - A divided all-
purpose road with two lanes in each direction
Implementation constructed to the geometric standards of NRA TD
9 and TD 22.
1.5 This Standard shall be used for the design of Type 2 Dual Carriageway: - A divided all-
all new or improved Motorways and all-purpose purpose road with two lanes in each direction
dual carriageway roads. The Standard should be constructed to the geometric standards of NRA TD
applied to the design of schemes already being 10.
prepared unless, in the opinion of the National
Roads Authority, application would result in Type 3 Dual Carriageway: - A divided all-
significant additional expense or delay progress. In purpose road with two lanes in one direction of
such cases, design organisations should confirm travel and one lane in the other direction,
the application of this Standard to particular constructed to the geometric standards of NRA TD
schemes with the National Roads Authority. 10. The two-lane section alternates with a one-lane
section at intervals of 2km approximately.
December 2010 1
Mandatory Sections Disclaimer
1.8 Sections of this document which form part 1.11 Please note that all drawings in this standard
of the standards the National Roads Authority are diagrammatic only. No reliance should be
expects in design are highlighted by being placed upon them for road marking layouts for
contained in boxes. These are the sections with example and full reference should be made to the
which the Design Organisation must comply or Traffic Signs Manual.
must have agreed a suitable Departure from
Standards with the National Roads Authority. The
remainder of the document contains advice and
enlargement which is commended to Design
Organisations for their consideration.
Relaxations within Standard
1.9 In difficult circumstances, the Design

Organisation may relax the stopping sight distance,
as specifically provided for within this document,
and in accordance with NRA TD 9. The Design
Organisation shall record the fact that a Relaxation
has been used in the design and the corresponding
reasons for its use. The record shall be endorsed
by the Design Organisation responsible for the
scheme. The Design Organisation shall report all
Relaxations incorporated into the design as part of
the project report at the end of each project
management phase (refer to the National Roads
Project Management Guidelines).
Departures from Standard
1.10 In exceptional situations, the National Roads

Authority may be prepared to agree to a Departure
from Standards where the Standard, including
permitted Relaxations, is not realistically
achievable. Design Organisations faced by such
situations and wishing to consider pursuing this
course shall discuss any such option at an early
stage in design with the National Roads Authority.
Proposals to adopt Departures from Standard must
be submitted by the Design Organisation to the
National Roads Authority and formal approval
received BEFORE incorporation into a design
layout.
December 2010 2
2. GENERAL PRINCIPLES
Lay-bys
• Detailed investigation of the lay-bys with the
2.1 The purpose of a lay-by is to provide a worst accident records suggested that lay-bys
convenient area for short period stops so the road should not be located near road features such
user can undertake tasks which would otherwise be as junctions or where vehicles are likely to be
considered unsafe whilst driving or pulled up on making manoeuvres such as lane changes.
the side of the road. These would include tasks such
as answering a mobile phone, changing driver, • Lay-bys sited on the outside of curves increase
brief rest, attending to a distressed child passenger, the risk of fatigued drivers entering them
changing a flat tire or some other form of unintentionally.
emergency stop, etc.
• Nearly half the accidents occurring at lay-bys
2.2 Lay-bys are for use on rural Motorways and were associated with vehicles either entering
rural all-purpose dual carriageways. or leaving them, including mistaken entry into
the lay-by, using the lay-by for U-turns or
two-way operation within the lay-by. These
2.3 The lay-by provides separation from the
manoeuvres can be reduced by careful siting
carriageway so that a passenger or driver getting
and design of lay-bys
out of an offside door would not encroach onto the
carriageway.
Maintenance Lay-by
2.4 A study of personal injury accidents on
English class ‘A’ all-purpose roads between 1998
2.5 A number of roadside features require
and 2002 showed that the proportion of personal
periodic maintenance, such as petrol interceptors,
injury accidents involving vehicles entering,
gantries and traffic counters. It may be necessary to
leaving or parked in lay-bys was small (1.1%) but
provide a safe area for maintenance operatives to
that their severity (25% of injury accidents fatal or
park their vehicles to perform maintenance
serious) was above the average value of 18% for all
operations.
accidents on these roads.
2.6 Research has shown that there is a much
The conclusions were as follows: higher risk of a vehicle being involved in an
accident when it is parked at least partially on the
• Although the proportion of personal injury running lanes compared with being parked in a lay-
accidents involving a vehicle parked on the by.
mainline (1.8%) was not much greater than
the 1.1% associated with lay-bys, very few 2.7 Health and Safety legislation requires that
vehicles park on the mainline compared with consideration be given to the safety of maintenance
the number that park in lay-bys. The risk of operations and all who may be required to work on
parking in a lay-by is therefore much lower or near trafficked roads.
than that of parking on the mainline.
• Large goods vehicles were over-represented Location Markers

in lay-by accidents, accounting for 24% of the
total. The dominant accident type was one in 2.8 In the event of an emergency it is crucial that
which a car left the mainline and hit a emergency services can clearly identify the
stationary heavy goods vehicle parked in the location of an incident. A location marker provides
lay-by. Large goods vehicles were found to a means of easily identifying the road users unique
have a much higher stopping rate in lay-bys location on the national road network. This
and on average they stopped for longer information can then be relayed to the emergency
periods than did cars. Hence they had a services by either an emergency telephone (if
relatively high accident involvement. present), cellular phone, or other third party means.
December 2010 3
2.9 The Traffic Signs Manual includes details of

a standard location marker arrangement and
Chapter 6 indicates how this should be
implemented on National Roads.
December 2010 4
3. TYPE AND LAYOUT OF LAY-BYS

General Segregation Island
3.1 This Standard provides for five distinct types 3.5 The segregation island is a safety feature that
of lay-bys for use on rural Motorways and rural all- separates mainline traffic from parked vehicles,
purpose dual carriageways: restricts access to and egress from the parking area
and, by restricting through width, encourages
Type A:- For use by Gardai as a garda drivers to slow down on entering the lay-by.
enforcement area on Motorways only.
3.6 Where a segregation island is required the
Type B:- An all-purpose layout for use on Type island shall be 1.9m minimum wide.
1 dual carriageways. A variation of this layout may
be used on Motorways but only with the agreement 3.7 It is important to ensure that the segregation
of the Head of Engineering of the National Roads island is conspicuous to drivers on the mainline and
Authority. those entering the lay-by. Hard surfaces are
required for ease of maintenance, to allow for
Type C:- An all-purpose layout for use on Type occasional over-riding by long vehicles and to
2 and Type 3 dual carriageways. avoid possible obstruction of visibility by uncut
grass.
Type D:- A reduced layout for use on Type 2
and Type 3 dual carriageways. 3.8 The island must be surfaced in a colour that
contrasts with the surfacing of the lay-by and
Maintenance Lay-by:- For use on Motorways mainline.
and Type 1, Type 2 and Type 3 dual carriageways
as necessary.
Non-motorised Users
Capacity
3.9 On all-purpose roads non-motorised users
3.2 Where the parking bay length is shown as a must be considered in the design of the lay-by.
range the design length should be based on an
estimation of demand, within the limits indicated. 3.10 Where the non-motorised user facility is
Demand will be affected by factors such as traffic segregated from the mainline then this facility must
flow, lay-by spacing, proximity to junctions and be continued around the outside of the lay-by. A
proximity to other facilities. minimum 0.5m verge separation must be
maintained between the lay-by footway and the
3.3 If the number of vehicles wishing to use the non-motorised user facility.
lay-by frequently exceeds the capacity of the lay-
by, there may be operational problems and
increased accident risk. Common problems caused Pavement Construction
by lack of capacity are: parking on tapers or outside
the lay-by, collisions within the lay-by and over-
3.11 Where a sealed pavement is required the
running of the verges or footway.
pavement must be designed for the anticipated
traffic loading.
3.4 The parking area for each lay-by must have
a minimum width of 3.5 metres to accommodate
heavy goods vehicles.
December 2010 5
Footway and kerbing foundation must be included to direct any

accidental spillage towards the sub-surface
3.12 Where a footway is required, as shown in the drainage system.
layout figures, a 2m wide footway must be
provided adjacent to the parking area. This will
encourage parking close to the kerb edge and Facilities and Lighting
provide a surfaced area to walk on.
3.23 It is not intended that lay-bys be furnished
3.13 If a segregation island is provided as part of with facilities such as refreshments or toilets. For
the layout it shall be fully kerbed with a 45° splay these facilities and longer duration stops, drivers
kerb with a show of no more than 80mm. should be encouraged to leave the national road
and use facilities in adjacent towns or villages or
3.14 Where a footway is provided it must be utilise service areas. However, if emergency
separated from the parking bay area by a full height telephones are installed along the route, it is
kerb with a show of 125mm to improve safety for preferable to position them at lay-bys.
those using the footway.
3.24 Lay-bys are not intended to accommodate
3.15 Where a lay-by requires kerbs along the roadside trading. The presence of roadside trading
outside edge of the widening, excluding the kerb can cause congestion, parking outside the lay-by,
adjacent to the parking bay area, a kerb with a 45° unsafe manoeuvres and environmental damage.
splay and a show of no more than 80mm shall be
provided. This will facilitate drainage, define the 3.25 Where the mainline has road lighting, the
edge of the paving clearly and dissuade parking on lay-by must be illuminated to the same standard as
the verge adjacent to the tapers. the carriageway.
3.16 A 1.0m minimum grass verge must be 3.26 If emergency telephones are installed along
maintained at the back of the footway. If a non- the route an emergency phone should be provided
motorised user facility is provided then the verge at each lay-by.
can be reduced to 0.5m minimum.
Type A Layout
Drainage
3.17 The crossfall of the lay-by should generally 3.27 The required lay-by layout for use on
fall away from the mainline carriageway. The Motorways, Type A, is given in Figure 3/1.
footway, where provided, should slope towards the
lay-by. 3.28 The Type A lay-by is for the sole use of
gardai undertaking traffic enforcement. Access to
3.18 Within a cut situation any surface water and from the area is controlled by the installation
runoff should be intercepted before reaching the of physical barriers located at either end of the area.
footway. This limits its use as an unauthorised lay-by.
3.19 Where raised kerbs are provided a closed 3.29 The physical barrier shall be a lockable,
kerb and gully drainage system, connected into the manually operated lifting barrier spanning the
mainline drainage system, must be provided. width of the entrance and exit of the layby. The
barrier shall have retroflective markings on both
3.20 Where over-the-edge drainage is utilised this sides of the beam and shall be subject to the
should be consistent with the mainline drainage approval of TII. The barrier shall be located in
and in accordance with NRA HD 33. order to avoid introducing a hazard within the clear
zone’
3.21 Sub-surface drainage must follow the
outside edge of the lay-by.
3.22 Where a lay-by consists of an unsealed

surface, an impermeable membrane within the
December 2010 6
3.30 In exceptional circumstances and with the 3.39 An auxiliary deceleration lane must be
permission of the Head of Engineering of the provided at the entry to the lay-by, to enable
National Roads Authority the barrier may be vehicles to decelerate clear of the main
omitted, but in this case hatching similar to that of carriageway. Similarly, a merging taper must be
the Type B layout must be introduced. provided at the exit from the lay-by to allow for
acceleration. The layouts of the entry and exit must
3.31 The segregation island is offset from the be as indicated in Figure 3/2, with the lane and
running edge of the carriageway by 2.5m. This taper lengths as shown in the table included in
maintains the mainline hard shoulder through the Figure 3/2 for the 100km/h design speed. These
lay-by area. requirements are similar to those of NRA TD 41-
42 for a major/minor priority junction.
3.32 The length of the Type A lay-by parking area
is 150m. 3.40 At the discretion of the Head of Engineering
of the National Roads Authority a variant of the
3.33 An auxiliary deceleration lane of 80m must Type B may be used on Motorways.
be provided at the entry to the lay-by, to enable
vehicles to decelerate clear of the main
carriageway. Similarly, an auxiliary acceleration 3.41 Kerbs shall be provided along the length of
lane of 80m must be provided at the exit from the the facility including the tapers, auxiliary lanes,
lay-by to allow for acceleration. The layouts of the merges and diverges.
entry and exit must be as indicated in Figure 3/1,
with the lane and taper lengths as shown.
Type C Layout
3.34 Kerbs shall be provided along the length of
the facility including the tapers, auxiliary lanes, 3.42 The required lay-by layout for all-purpose
merges and diverges. use on Type 2 and Type 3 dual carriageways, Type
C, is given in Figure 3/3.
Type B Layout 3.43 The segregation island is offset from the

running edge of the carriageway by 0.6m. This is
3.35 The required lay-by layout for use on Type a continuation of the 0.5m mainline hard strip.
1 dual carriageways, Type B, is given in Figure 3/2.
3.44 The length of the Type C lay-by parking area
3.36 The segregation island is offset from the will be a minimum of 50m. Where the two-way
running edge of the carriageway by 0.6m. The average annual daily traffic count at design year is
mainline hard shoulder is closed for the length of forecast to be above 20,000 the minimum parking
the lay-by through the use of road markings. length must be 100m.
3.37 The length of the Type B lay-by parking area 3.45 Every second lay-by provided must be 150m
will be a minimum of 50m. Where the two-way in length to enable gardai to utilise the lay-by as an
average annual daily traffic count at design year is enforcement area.
forecast to be between 20,000 and 30,000, the
minimum parking length must be 100m. Flows 3.46 An auxiliary deceleration lane must be
above this level require a length of 150m. provided at the entry to the lay-by, to enable
vehicles to decelerate clear of the main
3.38 Every second lay-by provided must be 150m carriageway. Similarly, a merging taper of 110m
in length to enable gardai to utilise the lay-by as an should be provided at the exit from the lay-by to
enforcement area if necessary. allow for acceleration. The layouts of the entry and
exit must be as indicated in Figure 3/3, with the
deceleration lane length as shown in the table
included in Figure 3/3. These requirements are
similar to those of NRA TD 41-42 for a
major/minor priority junction.
December 2010 7
3.47 Kerbs shall be provided along the length of 3.56 The lay-by appearance should be such that it
the facility including the tapers, auxiliary lanes, discourages the general public from using the
merges and diverges. facility. As such the cellular type construction that
allows grass to grow through the surface is
suggested.
Type D Layout
3.57 The selected form of construction for the
3.48 The required reduced lay-by layout for use Maintenance Lay-by should be appropriate for the
on Type 2 and Type 3 dual carriageways, Type D, vehicles/plant intended to use the facility.
is given in Figure 3/4.
3.49 The reduced lay-by layout is intended to

provide a facility for a short duration stop that
cannot be readily postponed to suit the spacing of
Type C lay-bys.
3.50 The length of the Type C lay-by parking area

is 30m.
3.51 The layout is immediately adjacent to the

mainline and shall consist of a 45m diverge taper
and 25m merge taper.
3.52 When the mainline is kerbed these shall

continue around the lay-by, otherwise flush kerbs
shall be provided to support the pavement edge
whilst facilitating over-the-edge drainage.
Maintenance Lay-by Layout
3.53 The suggested Maintenance Lay-by layout

for use on Motorways and Type 1, 2 and 3 dual
carriageways, as necessary, is given in Figure 3/5.
3.54 The length of the Maintenance Lay-by

should be designed to accommodate the largest
vehicle or vehicles expected to use them whilst
allowing for safe access and egress of that vehicle
or vehicles. As guidance, a minimum of 2.5 times
the length of the typical vehicle expected to use the
facility should be sufficient. There should also be
enough space around the parked vehicle to allow
free movement of maintenance personnel.
3.55 The layout shown in the Figure 3/5 is for

guidance only. The Maintenance Lay-by should be
appropriate to its location and intended use. The
Design Organisation should consult with the
National Roads Authority and Maintenance
Organisation on the positioning and size of the lay-
by.
December 2010 8
Notes:
1) R is the kerb radius indicated.

2) See paragraphs 3.1 through 3.26 for general details.
3) See paragraphs 3.27 through 3.34 for specific details.
4) The physical barrier shall be detailed so as to avoid introducing a hazard within the clear zone.
5) Drawing not to scale.
Figure 3/1: Geometric Layout of Type A Lay-by
December 2010 9
Notes:
a b c
1) a = deceleration length, b = direct taper length, c = Design Speed Deceleration Length (m) Direct Taper Merging
merging length. See adjacent table for details. (km/h) Up Gradient Down Gradient Length Length
2) R is the kerb radius indicated. Above 4% 0 – 4% 0 – 4% Above 4% (m) (m)
3) See paragraphs 3.1 through 3.26 for general details. 120 80 110 110 150 30 130
4) See paragraphs 3.35 through 3.41 for specific 100 55 80 80 110 25 110
details.
Figure 3/2: Geometric Layout of Type B Lay-by
December 2010 10
Notes:
a
1) a = deceleration length. See adjacent table for details. Design Speed Deceleration Length (m)
2) R is the kerb radius indicated. (km/h) Up Gradient Down Gradient
3) See paragraphs 3.1 through 3.26 for general details. Above 4% 0 – 4% 0 – 4% Above 4%
4) See paragraphs 3.42 through 3.47 for specific details. 100 55 80 80 110
Figure 3/3: Geometric Layout of Type C Lay-by
December 2010 11
Notes:

Figure 3/4: Geometric Layout of Type D Lay-by
December 2010 12
Notes:

Figure 3/5: Geometric Layout of Maintenance Lay-by
December 2010 13
4. SPACING AND SITING OF LAY-BYS

General
4.8 For the purposes of considering Relaxations
4.1 There are a number of factors that should be in the geometric standards of NRA TD 9 on the
taken into account when considering the siting of immediate approach to a lay-by, the lay-by shall be
lay-bys on rural Motorways and rural all-purpose regarded as a ‘junction’. Thus, the scope for
dual carriageways. Table 4/1 gives some guidance. Relaxations is severely restricted, in accordance
Siting affects the safety and operation of the lay-by with NRA TD 9, from a distance of 1.5 times the
and the land-take requirements for the scheme; Desirable Minimum stopping sight distance
consequently it is best considered at an early stage upstream of the start of the diverge taper to the end
in the design process to reach a balanced solution. of the merge taper. This requirement does not
apply to Type A lay-bys or Maintenance Lay-bys.
4.2 Siting of lay-bys should particularly be
avoided on the inside of curves and at locations
near junctions and signage. Type A Spacing
4.3 There is no need for lay-bys on opposing 4.9 A Type A lay-by is utilised as a garda
carriageways to be located opposite each other. It enforcement area and is limited to use on
is better to separate them, so as to reduce the Motorways.
likelihood of pedestrians crossing the road.
4.10 The required frequency for a Type A lay-by
4.4 The siting of lay-bys should be considered in is approximately every 25 kilometres for each
an overall route strategy. This should include an carriageway.
assessment of junction locations, service areas and
typical journey lengths.
4.11 Garda enforcement areas are included within
4.5 Where practicable, at least one lay-by should service areas as per NRA TA 70. Type 2 Service
be located on each carriageway between each pair Areas are located, on average, every 50 – 60
of junctions. kilometres. Type 1 Service Areas are located as
necessary. These should be considered when siting
4.6 A junction providing both an exit and entry Type A lay-bys.
to a single carriageway side road may provide
opportunities for a short duration stop.
Type B Spacing
4.7 Provided that either a Type B or Type C lay-
4.12 On Type 1 dual carriageways the required
by of 150m in length, which enables gardai to
frequency for a Type B lay-by is approximately 10
undertake enforcement duties, is provided at a
kilometres. See also 3.38.
maximum of 25km spacing, then the lay-by
spacing required in this chapter may be relaxed by
counting a side road junction as a lay-by facility. 4.13 In accordance with paragraph 3.40 the Type
B lay-by may be utilised, with certain amendments
to its layout, on Motorways. However this use shall
be possible only with the approval of Head of
Engineering of the National Roads Authority who
will also approve of its siting.
December 2010
14
Type C Spacing
4.14 On Type 2 and Type 3 dual carriageways the

required frequency for a Type C lay-by is
approximately 10 kilometres. See also 3.45.
Type D Spacing
4.15 On Type 2 and Type 3 dual carriageways the

required frequency for a Type D lay-by is
approximately every 2.5 kilometres between Type
C lay-bys.
Maintenance Lay-by Spacing
4.16 Maintenance Lay-bys are for use on

Motorways and Type 1, 2 and 3 dual carriageways,
as necessary to undertake maintenance operations.
4.17 The Maintenance Lay-by location must be

agreed with the National Roads Authority and
Maintenance Organisation.
December 2010
15
Factor Avoid Preferred Reason
Vertical and horizontal • Inside of curves. • Carriageway visibility To ensure adequate visibility
alignment of carriageway • Sharp crests. standards as contained for vehicles entering and
in vicinity of lay-by • Bridges and other in NRA TD 9 for leaving the lay-by and for
structures. desirable minimum or traffic on the mainline if the
higher. lay-by is in the line of
• Visibility at entry and visibility.
exit should conform to
TD 41-42.
Proximity of junctions Location after any Advance Location clear of junctions To avoid confusion of the lay-
Direction Signing or within and signing. by with a junction exit or
countdown signs for exits entry, particularly at night.
off the main carriageway or
near an entry from another
road.
Environment Locations close to houses, Open aspect. • For security and to avoid
woods and adjacent ground nuisance to households.
cover. • To avoid noise intrusion.
• To avoid visual intrusion.
• To discourage pollution
and soiling.
Earthworks • Locations which require • Locations requiring • To minimise cost
extensive earthworks. minimal changes to the (although the widening
• High embankments. earthworks. needed for lay-bys may
• Locations which are not help improve the
visually prominent. earthworks balance).
• To minimise visual
intrusion
On-line improvement Use of redundant Use of standard layout. • To ensure basic safety
carriageway as a lay-by requirements of lay-bys.
without reference to design • To avoid misuse.
standards.
Facilities provided in a • Provision of Careful determination of • Under use can encourage
lay-by infrequently used needs. vandalism.
services. • Under provision can lead
• Under provision of to soiling, litter or
services. unwanted trading.
Misuse of lay-by • Location near a train or Consider other needs for • Location may encourage
bus interchange. parking facilities. long stay parking and use
• Use as a lorry park. as a park-and-ride
• Long duration or facility.
overnight stops. • Long term parking may
prevent or discourage
short duration stops.
Table 4/1: Siting Considerations
December 2010
16
5. SIGNAGE AND ROAD MARKINGS FOR

LAY-BYS
General
5.11 Traffic sign Figure 5/1 will be located at
5.1 All signage and road markings shall be either end of the lay-by.
undertaken in accordance with the Traffic Signs
Manual (TSM).
Type B
5.2 With the exception of Type A, lay-bys
should be treated as a junction for road marking 5.12 The recommended road marking and
purposes. signage layout for the Type B lay-by is given in
Figure 3/2.
5.3 All paved parking bays shall be delineated
with a dashed white line.
5.13 Hatching shall be used to delineate the start
5.4 Carriageway markings should have of the diverge (thereby closing the hard shoulder)
reflectorised studs in accordance with the Traffic and end the merge (thereby starting the hard
Signs Manual. shoulder). This hatching should terminate 600mm
from the edge of the traffic lane to enable cyclists
5.5 Bifucation arrows must not be used thereby to remain within the hard shoulder without entering
avoiding road user confusion with junction exits. the hatched area.
5.14 Chevron hatching, in accordance with

5.6 With lay-bys located at regular intervals, Chapter 7 of the TSM, shall be provided at each
drivers will have a choice whether or not to stop at end of the segregation island.
a specific lay-by. Good advance signage assists in
this decision and helps avoid sudden deceleration
on the approach to the lay-by and attempts to enter 5.15 The yellow dashed line edge marking
the lay-by at too high a speed. becomes a white edge marking at the entrance and
exit to the lay-by.
5.7 Segregation islands must have collapsible
hazard marker poles to Figure 5/9 installed along 5.16 An advanced warning sign indicating that
the island to increase conspicuity, at intervals of no the lay-by is ahead, as shown in Figure 5/2, shall
more than 10m. be installed 500m in advance of the lay-by.
5.17 A traffic sign, as shown in Figure 5/3, must

be positioned on the verge alongside the start of the
Type A entry nose to the Type B lay-by.
5.8 The recommended road marking and 5.18 A traffic sign, as shown in Figure 5/6, must
signage layout for the Type A lay-by is given in be positioned at the centre-back of the footway.
Figure 3/1. This sign informs the road user that parking for up
to 1 hour is acceptable.
5.9 There are no road markings to indicate the
presence of a garda enforcement area. When in use
garda will set up temporary traffic signs and cones, 5.19 Alternative signage and road markings will
as necessary, to direct traffic. be necessary if the Type B lay-by is to be used on
a Motorway. This should be developed in
5.10 The yellow line edge marking continues consultation with the Head of Engineering of the
throughout the lay-by and can only be crossed National Roads Authority.
under gardai instruction or in emergencies.
December 2010
17
Type C Maintenance Lay-by
5.20 The recommended road marking and 5.31 No road markings are used for the
signage layout for the Type C lay-by is given in Maintenance Lay-by. The yellow dashed line edge
Figure 3/3. marking continues past the lay-by.
5.21 Chevron hatching, in accordance with 5.32 A traffic sign, as shown in Figure 5/8, must
Chapter 7 of the TSM, shall be provided at each be positioned centrally in the verge as shown in
end of the segregation island. Figure 3/5. This sign informs the road user that
parking in this lay-by is for authorised vehicles
5.22 The yellow dashed line edge marking only.
becomes a white edge marking at the entrance and
exit to the lay-by. 5.33 Marker poles to Figure 5/10 must be
installed in the verge surrounding the lay-by at
intervals of no more than 5m, at least 0.5m offset
5.23 An advanced warning sign indicating that from the lay-by surfacing.
the lay-by is ahead, as shown in Figure 5/2, shall
be installed 500m in advance of the lay-by.

be positioned on the verge alongside the start of the
entry nose to the Type C lay-by.

be positioned at the centre-back of the footway.
This sign informs the road user that parking for up
to 1 hour is acceptable.
Type D
5.26 No road markings are used for the Type D

lay-by. The yellow dashed line edge marking
continues past the lay-by.
5.27 An advanced warning sign indicating that

the lay-by is ahead, as shown in Figure 5/4, shall
be installed 500m in advance of the lay-by.

be positioned on the verge at the start of the
entrance to the Type D lay-by.

be positioned centrally in the verge as shown in
Figure 3/4. This sign informs the road user that
parking for up to 15 minutes is acceptable but
pedestrians are not allowed.
5.30 Marker poles to Figure 5/10 must be

installed in the verge surrounding the lay-by at
intervals of no more than 5m.
December 2010
18
Figure 5/1: Indicative “Garda Only” Traffic Sign
Figure 5/2: Indicative Advanced Warning Lay-by Traffic Sign
Figure 5/3: Indicative Lay-by Traffic Sign
December 2010
19
Figure 5/4: Indicative Advanced Warning Parking Traffic Sign
Figure 5/5: Indicative Parking Traffic Sign
December 2010
20
Figure 5/6: Indicative Lay-by 1 Hour Duration Parking Traffic Sign
Figure 5/7: Indicative Lay-by 15 Minute Restricted Duration Parking Traffic Sign
December 2010
21
Figure 5/8: Indicative No Parking “Except Authorised Vehicles” Traffic Sign
December 2010
22
Figure 5/9: Collapsible Hazard Marker Pole
Figure 5/10: Marker Pole
December 2010
23
6. LOCATION MARKERS
General
6.1 Location markers are to be included on all

rural national road schemes.
6.2 The marking is a painted label on the road

surface which indicates route number, direction,
chainage and direction to the nearest emergency
phone if appropriate. Chapter 7 of the TSM details
the label.
6.3 The location marker scheme is administered

by the National Roads Authority and as such all
schemes must be submitted to, and approved by,
the National Roads Authority prior to marking.
6.4 To avoid confusion when providing location

information to emergency services, the chainage
for each carriageway must be measured from the
same end of the road.
6.5 The location marker is to be painted on the

hard shoulder or hard strip, adjacent to the verge,
to avoid traffic wearing. It must be orientated
towards the carriageway.
Frequency
6.6 Location markers must be provided at

intervals of 100m on each carriageway as per the
TSM.
6.7 Location markers should be provided at each

lay-by located centrally either on the road side of
the parking bay or on the hard strip if no parking
bay is provided.
December 2010
24
7. REFERENCES
Design Manual for Roads and Bridges (DMRB),

Volume 6: Road Geometry:
NRA TD 9, Road Link Design (NRA DMRB
6.1.1).
TD 41-42, Geometric Design of Major/Minor
Priority Junctions and Vehicular Access to
National Roads (DMRB 6.2.6).
Roads Act, 1993.
Road Traffic (Signs) Regulations, 1997 (SI No.
181 of 1997).
Traffic Signs Manual, Department of the
Environment and Local Government.
December 2010
25
8. ENQUIRIES
8.1 All technical enquiries or comments on these guidelines should be sent in writing to:
Head of Engineering
National Roads Authority
St Martin’s House
Waterloo Road
Dublin 4
……………………………………………………...
Tim Ahern
Head of Engineering
December 2010
26
TII Publications DN-GEO-03046
The Location and Layout of Lay-bys and Location Markers December 2010

DN Geo 03046 03

Uploaded by

Copyright:

Available Formats

DN Geo 03046 03

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DN Geo 03046 03

Uploaded by

Copyright:

Available Formats

The Location and Layout of Lay-

bys and Location Markers

About TII Publications

Activity Design (DN) Document Set Standards

TII Publications Website

TII Authorisation and Contact Details

Contact: Standards and Research Section, Transport Infrastructure Ireland

Updates to TII Publications resulting in changes to

Date: October 2019

Section No: 3.29

Back to Main Index

The Location and Layout of

Published by National Roads Authority, Dublin

VOLUME 6 ROAD GEOMETRY

THE LOCATION AND LAYOUT

3. Type and Layout of Lay-bys

4. Spacing and Siting of Lay-bys

5. Signage and Road Markings for Lay-bys

Mandatory Sections Disclaimer

Relaxations within Standard

1.9 In difficult circumstances, the Design

Departures from Standard

1.10 In exceptional situations, the National Roads

• Large goods vehicles were over-represented Location Markers

2.9 The Traffic Signs Manual includes details of

3. TYPE AND LAYOUT OF LAY-BYS

Footway and kerbing foundation must be included to direct any

3.22 Where a lay-by consists of an unsealed

Type B Layout 3.43 The segregation island is offset from the

3.49 The reduced lay-by layout is intended to

3.50 The length of the Type C lay-by parking area

3.51 The layout is immediately adjacent to the

3.52 When the mainline is kerbed these shall

Maintenance Lay-by Layout

3.53 The suggested Maintenance Lay-by layout

3.54 The length of the Maintenance Lay-by

3.55 The layout shown in the Figure 3/5 is for

1) R is the kerb radius indicated.

Figure 3/2: Geometric Layout of Type B Lay-by

Figure 3/3: Geometric Layout of Type C Lay-by

1) See paragraphs 3.1 through 3.26 for general details.

Figure 3/4: Geometric Layout of Type D Lay-by

1) See paragraphs 3.1 through 3.26 for general details.

Figure 3/5: Geometric Layout of Maintenance Lay-by

4. SPACING AND SITING OF LAY-BYS

4.14 On Type 2 and Type 3 dual carriageways the

4.15 On Type 2 and Type 3 dual carriageways the

Maintenance Lay-by Spacing

4.16 Maintenance Lay-bys are for use on

4.17 The Maintenance Lay-by location must be

Factor Avoid Preferred Reason

Table 4/1: Siting Considerations

5. SIGNAGE AND ROAD MARKINGS FOR

5.14 Chevron hatching, in accordance with

5.17 A traffic sign, as shown in Figure 5/3, must

Type C Maintenance Lay-by

5.24 A traffic sign, as shown in Figure 5/3, must

5.25 A traffic sign, as shown in Figure 5/6, must