STREET DESIGN


STREET DESIGN   THE PERFORMANCE APPROACH

The objective may be achieved by application of the performance criteria listed below:

(1) The design features of each type of residential street convey a street's primary function and encourage appropriate driver behaviour.

(2) The design facilitates ease of use of streets and access places by pedestrians, in particular by the disabled, the aged and children.

(3) The carriageway design allows vehicles and cyclists to proceed safely at the operating speed intended for that level of street in the network, with only minor delays incurred in the peak period.

(4) Where required, separate provision is made for vehicles to park safely

(5) The horizontal and vertical alignments and cross fall reflect physical land characteristics, while satisfying safety criteria.

(6) AUSTROADS guidelines relating to vertical curvature, sight distance, turning radii and road geometry are considered as appropriate.

(7) The drainage function of the carriageway and/or street reserve is satisfied by the cross section profile of the total street reserve.

STREET DESIGN   PROVISIONS APPROACH

(1 ) Streets, access places and access lanes should allow for the provisions specified in table 2:

TABLE 2

Street Type
Access Lane
Access Place Access Street
Indicative maximum traffic capacity (1) vpd 100  300
max 1 000 (length 100m)
Max operating street speed (km/h)
15
15
30
Carriageway width (m) (3) single lane 3.0- 3.5 3.5- 3.7
5.0- 5. 5
alternatives(2)
6.0- 6.5
5.0
7.0
Parking provisions within street
No
Yes(9)
Carriageway(10) Additional spaces reserve for lots below 15m frontage.
Kerbing(4)  Not
required 		 Layback/ flush or swale
Layback/flush or swale.
Footpath/ cyclepath
provision (7)		 None  specified No
1.2m wide  footpaths
Minimum verge width 
(each side)		 None specified (8) Min 3.5m(6) one side 2.5m other. Min 4.0m
















EXPLANATORY NOTES FOR THE ABOVE TABLE:

(1 ) For urban housing apply traffic generation rate of 7 vehicle trips per day. Lower rates can be applied if based on locally derived rates.

(2) Maximum carriageway width required if upright kerbs are used

(3) All carriageway widths to be measured invert to invert where applicable. Widening may be required at bends to allow for wider vehicle paths (using Turning Templates).

(4) Where kerbing is not required, a flush pavement edge treatment can be used.

(5) Requires parking provision and provision for widening to 5m if necessary in the future. Maximum length is to be 100m with a passing bay or paved driveway provided if the length is greater than 80m.

(6) Usual minimum is 3.5m on one side and 2.5m on the other for services. Verge width or reversing is 3m. Allow for typical verge widths of 3.5m each side, with indented parking to within 1.5m of boundary. Add an additional width on one side for future widening of carriageway to 5m if required.

(7) A minimum of one footpath on one side of the street to be constructed initially, with provision to construct a second footpath if required by residents in the future.

(8) Width of lane will be determined by requirement for access to garages.

(9) One hard standing verge space to be provided for every two dwellings with scope for additional space.

(10) Special provision for on street parking may be necessary for lots with frontages of less than 15m.

* Source Traffic Authority of New South Wales, 1984

(2) Streets should be designed for the maximum operating speed specified
(3) Streets should be designed to satisfy the requirements for stopping distances.
  1. The longitudinal gradient should not exceed 20%

See parking

STREET CONSTRUCTION THE PERFORMANCE APPROACH

The objective may be achieved by application of the performance criteria listed below:

(1 ) Street pavements are of a design strength sufficient to carry wheel loads of travelling and parked vehicles and to enable carriage at a minimum total cost (including maintenance costs) to the community.

(2) Street pavements are of a design strength sufficient to sustain minimal damage by construction or building equipment.

(3) Street pavement surfaces are of a design quality and durability sufficient to ensure the safe passage of vehicles, pedestrians and cyclists, the discharge of rainfall, the preservation of all weather access and the maintenance of reasonable travel comfort.

(4) Pavement and landscape materials, where appropriate, are used to distinguish different street functions.

DIAGRAM
ON STREET PARKING POTENTIAL FOR INFILL URBAN HOUSING

STREET DESIGN

STREET DESIGN   THE PERFORMANCE APPROACH

The objective may be achieved by application of the performance criteria listed below:

(1) The design features of each type of residential street convey a street's primary function and encourage appropriate driver behaviour.

(2) The design facilitates ease of use of streets and access places by pedestrians, in particular by the disabled, the aged and children.

(3) The carriageway design allows vehicles and cyclists to proceed safely at the operating speed intended for that level of street in the network, with only minor delays incurred in the peak period.

(4) Where required, separate provision is made for vehicles to park safely

(5) The horizontal and vertical alignments and cross fall reflect physical land characteristics, while satisfying safety criteria.

(6) AUSTROADS guidelines relating to vertical curvature, sight distance, turning radii and road geometry are considered as appropriate.

(7) The drainage function of the carriageway and/or street reserve is satisfied by the cross section profile of the total street reserve.

STREET DESIGN   PROVISIONS APPROACH

(1 ) Streets, access places and access lanes should allow for the provisions specified in table 2:

TABLE 2

Street Type
Access Lane
Access Place Access Street
Indicative maximum traffic capacity (1) vpd 100  300
max 1 000 (length 100m)
Max operating street speed (km/h)
15
15
30
Carriageway width (m) (3) single lane 3.0- 3.5 3.5- 3.7
5.0- 5. 5
alternatives(2)
6.0- 6.5
5.0
7.0
Parking provisions within street
No
Yes(9)
Carriageway(10) Additional spaces reserve for lots below 15m frontage.
Kerbing(4)  Not
required 		 Layback/ flush or swale
Layback/flush or swale.
Footpath/ cyclepath
provision (7)		 None  specified No
1.2m wide  footpaths
Minimum verge width 
(each side)		 None specified (8) Min 3.5m(6) one side 2.5m other. Min 4.0m
















EXPLANATORY NOTES FOR THE ABOVE TABLE:

(1 ) For urban housing apply traffic generation rate of 7 vehicle trips per day. Lower rates can be applied if based on locally derived rates.

(2) Maximum carriageway width required if upright kerbs are used

(3) All carriageway widths to be measured invert to invert where applicable. Widening may be required at bends to allow for wider vehicle paths (using Turning Templates).

(4) Where kerbing is not required, a flush pavement edge treatment can be used.

(5) Requires parking provision and provision for widening to 5m if necessary in the future. Maximum length is to be 100m with a passing bay or paved driveway provided if the length is greater than 80m.

(6) Usual minimum is 3.5m on one side and 2.5m on the other for services. Verge width or reversing is 3m. Allow for typical verge widths of 3.5m each side, with indented parking to within 1.5m of boundary. Add an additional width on one side for future widening of carriageway to 5m if required.

(7) A minimum of one footpath on one side of the street to be constructed initially, with provision to construct a second footpath if required by residents in the future.

(8) Width of lane will be determined by requirement for access to garages.

(9) One hard standing verge space to be provided for every two dwellings with scope for additional space.

(10) Special provision for on street parking may be necessary for lots with frontages of less than 15m.

* Source Traffic Authority of New South Wales, 1984

(2) Streets should be designed for the maximum operating speed specified
(3) Streets should be designed to satisfy the requirements for stopping distances.
  1. The longitudinal gradient should not exceed 20%

See parking

STREET CONSTRUCTION THE PERFORMANCE APPROACH

The objective may be achieved by application of the performance criteria listed below:

(1 ) Street pavements are of a design strength sufficient to carry wheel loads of travelling and parked vehicles and to enable carriage at a minimum total cost (including maintenance costs) to the community.

(2) Street pavements are of a design strength sufficient to sustain minimal damage by construction or building equipment.

(3) Street pavement surfaces are of a design quality and durability sufficient to ensure the safe passage of vehicles, pedestrians and cyclists, the discharge of rainfall, the preservation of all weather access and the maintenance of reasonable travel comfort.

(4) Pavement and landscape materials, where appropriate, are used to distinguish different street functions.

DIAGRAM
ON STREET PARKING POTENTIAL FOR INFILL URBAN HOUSING




STREET CONSTRUCTION   THE PROVISIONS APPROACH

(1 ) Flexible pavement construction should be based on the ARRB residential street pavement design method using equivalent standard axle loadings based on an average traffic generation rate for urban housing of 7 vehicle trips per dwelling per day and a 20 year design life (ARRB, 1989).

(2) Concrete pavement construction should be based on the CCA design table.

STREETSCAPE   THE PERFORMANCE APPROACH

The objective may be achieved by application of the performance criteria listed below:

(1) The street, building and landscape design enhance attractive streetscapes and neighbourhood character in existing areas, or establish attractive and appropriate streetscapes in new areas.

(2) The streetscape reflects the functions and characteristics of the street type in the traffic movement network and is designed to encourage pedestrian access and to support or establish a sense of place and street identity.

(3) The streetscape is considered as an entity, embodying the performance criteria for elements 1, 2 and 3.

STREETSCAPE THE PROVISIONS APPROACH

For infill urban housing that abuts an existing public street, information should be submitted that demonstrates how the development fits in with an existing attractive streetscape.










STREET CONSTRUCTION   THE PROVISIONS APPROACH

(1 ) Flexible pavement construction should be based on the ARRB residential street pavement design method using equivalent standard axle loadings based on an average traffic generation rate for urban housing of 7 vehicle trips per dwelling per day and a 20 year design life (ARRB, 1989).

(2) Concrete pavement construction should be based on the CCA design table.

STREETSCAPE   THE PERFORMANCE APPROACH

The objective may be achieved by application of the performance criteria listed below:

(1) The street, building and landscape design enhance attractive streetscapes and neighbourhood character in existing areas, or establish attractive and appropriate streetscapes in new areas.

(2) The streetscape reflects the functions and characteristics of the street type in the traffic movement network and is designed to encourage pedestrian access and to support or establish a sense of place and street identity.

(3) The streetscape is considered as an entity, embodying the performance criteria for elements 1, 2 and 3.

STREETSCAPE THE PROVISIONS APPROACH

For infill urban housing that abuts an existing public street, information should be submitted that demonstrates how the development fits in with an existing attractive streetscape.