The Ranty Highwayman)
This week, I have been lucky enough to have had time to think about how I would redesign a secondary type of street and it’s adjacent residential areas.
It’s a real project which I have no idea where it will lead to (if anything), but it is great to have some thinking and designing time.
In terms of street classification, we can use the follow;
- Major roads – dual carriageway trunk roads or motorways
- Primary streets – single (sometimes dual) carriageway A-roads
- Secondary streets – single carriageway B-roads or unclassified roads
- Local streets – residential streets
The definitions are a bit more complicated than I have set out, but in essence I am interested in the secondary street. It is a pretty bog-standard suburban street which mainly residential frontage (houses and flats). It has a parade of shops, a few individual businesses and a primary school The street carries two bus routes and it conveys traffic from one local area to another. At each end of the street, it connects to busy A-roads.
In terms of its geometry, it is generally straight and it is an almost a consistent 15 metres between the highway boundaries – 15m being the minimum width. The carriageway is 8m in width and nominally marked with 1.2m wide advisory cycle lanes and 2.8m general lanes along part of the street and general lanes with a hatched median elsewhere.
The street carries some 14,500 vehicles per day which is very high and so it is not surprising that traffic congestion is bad twice a day.
The footways are wide with old trees towards the kerbside – I have looked at a couple of historic photos and the street has never had a verge. The street has plenty of dropped kerbs for vehicle access and a number of side streets leading off it, all with nice tight radiuses and into filtered neighbourhoods. On street parking is restricted during the day and there are some footway parking bays (all four wheels up).