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Planning Roads for Built-up Areas

29th October 1943
Page 22
Page 22, 29th October 1943 — Planning Roads for Built-up Areas
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Which of the following most accurately describes the problem?

A Resume of The Views of the B.R.F ., Which Do Not Cover Actual Construction

THE British Road Federation has issued an interesting and important memorandum on the replanning ot roads in built-up areas. It is the response of this body to an invitation to submit its views received froth the committee set up by the 3.1.0.W.T. under Sir Frederick Cook.

The following is a digest . of the memorandum, In it, " street " is used to mean any thoroughfare of local use and importance in a built-up area capable,of taking mechanical and-horsedrawn vehicles. • Road,". unless some other significance is indicated, means a•

through route. A " service road " gives access to the front, and•a " goods service road " to the rear of premises. As regards the defects of existing highway systems, instances are inadegate width, many and dangerous intersections, blind corners, absence of parking and unloading places, utility services laid under the carriageway, obstructive .island refuges, ineffective pedestrian crossings, etc.

Traffic Often Too Mixed The defects of highway systems in • connection with the operation of publicservice and goods vehicles are most pronounced in large cities and towns, due, often to. their proximity to industrial areas or, in the case of those at the seaside, to their popularity as holiday resorts. They are mainly due to the nondescript character of existing systems, whereby a ,single thoroughfare has to provide the facilities of a road and a street,

The time has arrived when all roads should be replanned with two objects in view—to provide adequate and suit'able safetymeasures, and to promote traffic flow, thus relieving congestion.

Replanning should be undertaken wherever possible with the following -requirements in view:—(a) Diversion of through traffic by radial roads, artcrial ring roads and by-passes; (b) development of sub-arterial roads ,to facilitate trans-urban traffic and to

link upwhen necessary with the radial roads, etc.: (c) treatment of streets (local roads), so that through traffic

is' discouraged from entering. • • An arterial ring road or by-pasis should, generally, conform with th layout and width recommended by the M.O.W.T. Memorandum 483 on the Layout and Construction of Roads, published in 1937.

The Federation suggests emphasizingthe following principal features:—Level junctions to be replaced where pos.sible by fly-over bridges or, as a first alternative, roundabouts of adequate dimensions; combinations of roundabouts and fly-over bridges might be

• advantageous. Interests of pedestrians should, be studied at all junctions and .stopping places, and level subwayls built 'for their use wherever possible. To make these more effective, rails or more sightly barrier S should prevent unrestricted accesS to the road. N) building should be permitted within 200 ft. of any new arterial road. For existing buildings, either goods service roads or loading yards should be provided. Main bus stops and interchange points should be embayed or provided off the highway. There -should be bays at intervals foroarking for all classes'of vehicle.

Sub-arterial roads should, so far as possible, be on the same lines as the arterial ring road, and enable trans.urban --traffic to ' by-pass the town centre.

In all towns, the inner ring road should have full arterial status, with pedestrians and vehicles segregated, and. junctions reduced to the minimum.

No buildings should be allowed on any new sub-arterial road. Where traffic density is considerable, elevated or sunken roads should reduce the number of cross roads. Main bus stops and interchange points should be bayed or off the highway.

In replanning towns, and ities extenaively damaged, only a limited number of streets should have direct connection with sub-arterial road.6, Ends of many minor streets debouching on arterials should be closed and access provided at .a few selected junctions. -If a street becomes part of a subarterial road, it should be -regarded as a sub-artery without compromise, to ensure segregation of various forms of traffic.

Adequate facilities should be made for' parking, particularly at chopping centres and places of amusement, available to both cars and p.s. vehicles.

Loading and unloading of goods should be at the rear of premises.

Bus stops and interchange points should be embayed or off the highway.

Some General Hints

There are Many further recommenda2. tioris, amongst them being -the following:—Subways and foot bridges, dow provided, are not satisfactory pedestrian crossings. Such crossings should alivays be the shortest distance between the points to be connected, and as nearly as possible level throughcsut with existing pavements. For arterial roads, roundabouts, etc.,,'they should be by means of subways level With the

• pavement or the existing local road, and the arterial road raised to give adequate headroom. .

At busy -street junctions, crossings should be designed .for use in conjunction with traffic signals and be of a distinct colour. Safety would be enhanced and traffic regulated by vehicle-actuated signals. -Halt signs and certain-signals are designed to slow down traffic. They are dangerous and sshould be abolished.

The imposition of one-way traffic in streets should be avoidedas being dangerous to pedestrians.

It is desirable that buses and cars should be able to drive right up to railway stations.

Service mains and sewers under road surfaces, otherwise than in tunnels, Sheuld be avoided, Cyclists should be segregated both , from other traffic and pedestrians.

. Street name places should be conspicuous on both sides -of streets, at every intersection, and illuminated at night.

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Organisations: British Road Federation
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