We accept

Movement And Gain access to Functions On Urban Highways Environmental Sciences Essay

  1. 1. 2 Problem statement
  2. Figure 1. 1 The conventional road hierarchy
  3. 1. 3 Job purpose
  4. 1. 4 Aims and Objectives
  1. 1. 4. 1 Goal of the project
  2. 1. 4. 2 Aims of the project
  3. 1. 5 Opportunity of the project
  4. 1. 6 Thesis structure
  5. Chapter 2 Methodology
  6. 2. 1 Introduction
  7. Figure 2. 1 Strategy flow chart
  8. 2. 2 Review of Literature
  9. 2. 3 Identification of description and quantification criteria
  10. 2. 4 Research Area and field survey
  11. 2. 5 Research of Data
  12. 2. 6 Discussions
  13. 2. 7 Conclusions and recommendations
  14. Chapter 3 Literature Review
  15. 3. 1 Introduction
  16. 3. 2 Historical overview on street development
  17. 3. 2. 1 Roman roads
  18. 3. 2. 2 United Kingdom roads
  19. 3. 2. 3 United Expresses of America contribution
  20. 3. 3 Useful classification concept
  21. A: Desire lines of travel
  22. B: Street network provided
  23. Figure 3. 1 Channelization of trips
  24. Figure 3. 2 Illustration of the rural highway functionally categorized network
  25. .
  26. Figure 3. 3 Schematic illustration of a portion of an urban street network
  27. Figure 3. 4 Relationship between traffic mobility and land use on functionally grouped systems.
  28. 3. 4 Road systems
  29. 3. 4. 1 Urban streets system
  30. 3. 4. 2 Rural roads system
  31. 3. 5 Classification of roads
  32. 3. 5. 1 Arterials
  33. 3. 5. 2 Collectors
  34. 3. 5. 3 Local streets
  35. 3. 6 Goal and dependence on classification
  36. 3. 7 Functional road hierarchy
  37. 3. 8 The classification of streets in some regions in the world
  38. 3. 8. 1 Australia
  39. Table 3. 1 VicCode, Victoria Australia
  40. Functional Classification
  41. Description, Functions and Characteristics
  42. Functional Classification
  43. Description, Functions and Characteristics
  44. 3. 8. 2 Germany
  45. Table 3. 2 Roadway categories in the German Guidelines
  46. Level of Mobility
  47. Functional Category
  48. A
  49. B
  50. C
  51. D
  52. E
  53. I
  54. A I
  55. B I
  56. C I
  59. II
  60. A II
  61. B II
  62. C II
  63. D II
  65. III
  66. A III
  67. B III
  68. C III
  69. D III
  70. E III
  71. IV
  72. A IV
  73. B IV
  74. C IV
  75. D IV
  76. E IV
  77. V
  78. A V
  79. -
  80. -
  81. D V
  82. E V
  83. VI
  84. A VI
  85. -
  86. -
  87. -
  88. E VI
  89. Table 3. 3 Simplified grid of roadway assessment
  90. Predominant Function
  91. Importance
  92. Explanation
  146. Evaluation:
  149. 3. 8. 3 United Kingdom (UK)
  150. Table 3. 4 United Kingdom hierarchical classification of roads
  151. Functional Category
  152. Functions
  153. Description and characteristics
  156. 3. 8. 4 United State governments of America (USA)
  157. Table 3. 5 AASHTO System of Highway classification
  158. Level of Mobility
  159. Roadway Setting
  160. Rural
  161. Urban
  162. Mobility
  167. Access
  168. Figure 3. 5 US street hierarchy of useful classification

Roads are being produced for the principal purpose of transporting people and goods relating to O'Flaherty 2002. Over the years the requirements of roads have also been permanently diversifying. Because of this both the original cost and the eventual life time cost are increasing. The management of highways an asset has also for this reason and even more been considered highly.

Likewise, for this function, streets are being categorized to administrative, financial and legal reasons which will be the crux of the management of the streets.

Classification has generally been done on the basis of an idealistic and theoretical hierarchical convention which has been questioned for reasons of use in new road construction and so on. In this piece of research this conventional model is being investigated predicated on a books review. The classification methods and guidelines used in some developed countries were researched directly into identify parameters that donate to either function. An eventual fieldwork was done to discover what actually obtains used.

The targets of the task are to recognize ideal criterion for describing and measuring movements and access functions on metropolitan roads. Identification of an relationship between these functions is also a target.

To achieve these aims, various guidelines of the street define these functions were first discovered and prioritised. Predicated on the prioritised list, the collection of appropriate data like quest speeds, geometric data like roadwidth, range of lanes, sidewalks and so on were done from field review.

The findings from the field review would be put together in chapter six. Evaluation of the finding would be produced in the following chapter that conclusions are used the penultimate chapter.

Keywords: Movement, Gain access to, Functions, Classification, Urban streets.

Chapter 1 Introduction

1. 1 Background

As explained by O'Flaherty 2002, despite the fact that the purpose of road building has been innovating since the early on times, they are really historically and fundamentally being built for the movements of goods and folks. In the first times streets, were used for walking and driving using humans and various beasts to take sledges, carts, carriages and the like and to carry goods. By the overdue nineteenth century, these were being utilized by cycles and motor vehicles such as automobiles, buses and lorries.

However, as the demands and needs of highways keep increasing and diversifying, these are being organized, designed, classified, created and managed with different requirements which depend on several factors. Today the location, to begin with, of a new road will normally require the abilities of planners, economists, geologists, surveyors, as well as road technicians (O'Flaherty 2002). It might also be influenced by politicians. Techie considerations will be based upon the traffic volume, vehicle types, wheel loading, geometry, the performance expected of the street and so on. Classification of roads in a hierarchical manner will depend on many of these variables but can be categorised into two functions:

Movement functions

Access functions.

This buttresses the assertion of Ogden et al (1996) that it's clear that we now have various kinds roads and avenues nonetheless they can be grouped into two different functional groups.

1. 2 Problem statement

Movement and Gain access to functions have been used to classify roads based on the traditional relationship as shown in the figure 1. 1 below. This is theoretical and idealistic. Full movement functions would mean roads having high level of traffic and velocity with no local traffic. Complete gain access to function roads or streets on the other side would mean total unrestricted access with local traffic. However this project will endeavour to research these based on a literature review and a field research by collating appropriate data to find out what the graph would appear to be in practice. Despite the fact that there can be two efficient classifications it continues to be clear that regardless of the class within which a street is categorized, it would still be serving a proportion of both functions.

Figure 1. 1 The conventional road hierarchy

Source: (Ogden et al, 1996)

1. 3 Job purpose

The overarching purpose of the project is to meet certain requirements for the award of a Get good at of Science level (MSc) and of a much greater importance, is to classify highways with mixed efficient characteristics, more aptly and in so doing exactly allocating legal and administrative obligations and enhancing the management efficiency of roads in general.

1. 4 Aims and Objectives

1. 4. 1 Goal of the project

The aim of the project is to research the interrelationship between activity and gain access to functions on urban roads in order to provide ways of talking about and quantifying these functions. This will be based on an intensive literature review of appropriate and available materials. The results would then be tested in a genuine life case study from which conclusions would be produced.

1. 4. 2 Aims of the project

The main targets of this job are as follows:

To set up a suitable standards for describing activity functions on urban roads

To establish suitable criteria for measuring motion functions on metropolitan roads

To establish appropriate criteria for explaining gain access to functions on urban roads

To establish appropriate criteria for measuring access functions on metropolitan roads

To establish interactions between the movements and access functions

1. 5 Opportunity of the project

The project will therefore try to first of all establish suitable standards for explaining and measuring both movement and access functions on urban roads. A romantic relationship will be developed between the two based on an extensive books review. These would then be applied to a case study in order to verify the partnership between them. A street typically serving an assortment of both functions will be used.

The scope of the job will be limited to the next:

Identification of Activity and Access guidelines based on a literature overview of journals, books, and other publicized and the internet.

Prioritisation based on the importance of the effects of these guidelines to either function.

Selection of data requirements from prioritised list.

Collection of data for every single parameter from field survey or create or generate data from available data resources.

Analyse findings from the field study data.

Compare the relationship if any between theory and practice.

These will be constrained by the option of time, relevant books, recruiting, equipment availableness and other types of logistics.

1. 6 Thesis structure

The contents of this thesis which consists of eight chapters are summarised in the next paragraphs.

Chapter 1 provides an release of this issue. It states the reason, aims, targets and scope of the study project and provides the framework of the thesis.

Chapter 2 details the technique for the development of this research project with the help of an appropriate move chart

Chapter 3 details the literature review that was carried out for the task. It gives a brief description of the annals and development of highways. The types of roads and the importance of road classification are outlined alongside the rationale and rules used for classification in some countries.

Chapter 4 outlines the variables that may be used to define describe and quantify both movement and gain access to functions. These parameters are consequently prioritized predicated on the ideal scenario.

Chapter 5 outlines the process of data collection. This starts with the id and explanation of the region of analysis and the techniques, equipment and procedure used.

Chapter 6 reveals the collated and processed studies from the field study and other sources. The results are shown in a reasonable and rational manner to enhance most effective understanding from the data to augment the examination.

Chapter 7 analyses and discusses the studies of the field study. The discussions include a brief background of the street network in Sierra Leone and the system of classification around and ways of improving them based on the results of the study project.

Chapter 8 reveals the conclusions from the study project, that was based on the info as provided in the preceding chapters. It also presents recommendations predicated on the results.

Chapter 2 Methodology

2. 1 Introduction

This chapter details the approach that was found in the execution of the study project activities that contain culminated into this thesis. It offers the systematic sequence of the activities and to some extent signifies the reasoning of the used method.

The method is dependant on six activities, so group together to respond most profoundly to the seeks and aims of the project. This notwithstanding sufficient and relevant awareness was given to pragmatism and option of resource (human support source of information), logistics, timeframe or length of time and relevant books.

The methodology adopted six steps as shown in the stream chart in figure 2. 1below.

Figure 2. 1 Strategy flow chart

2. 2 Review of Literature

Fundamental to most, if not all researches is a thorough knowledge base. Consequently, this research was in no way an exception to the. A literature review and review was carried out of published journals, text books, that have been relatively scarce, and a lot of other materials from the web. The review was intended for garnering a solid knowledge base that could boost the research, field work and decision making as the study project progressed. A key emphasis of the review also was to identify the research lines also to identify suitable criteria to describe and measure movements and gain access to functions on urban roads. The effects of the many variables on the classification of highway were also looked into in order to determine a prioritised standing.

2. 3 Identification of description and quantification criteria

Diverse variables, to varying extents could be utilized to describe and define movements and access functions. A long list of variables that could essentially be used to classify streets based on the level of service they offer, within a network was established. From this, a priority list that was eventually used for the field review originated. As the consequences of each parameter vary, these were ranked according with their value as contributors towards each one of the functional characteristics and according to the conventional hierarchical efficient classification. The data eventually gathered from the field review were predicated on this positioning and governed by the other constraints of time, individual source and accessible logistics.

2. 4 Research Area and field survey

A research area was determined having decided after the required variables. that would need to be collected. Ideally movements and access functions could better be investigated for a combo of varied types of roads including primary highways, secondary roads, local streets and the like and could be performed within a whole catchment area to get genuine performance and characteristics of the various parameters as time passes and on different highway types. However, due to the limitations of your time, range and logistics, a highway stretch with a mixture of both motion and gain access to functions and differing other relevant characteristics was chosen. The A38, Bristol road running from Lee Bank or investment company Middleway group at the intersection with the A4540 at the location centre to Ashill highway, Rubery about 14Km was chosen. A detailed explanation of the study area is given subsequently in chapter 5.

2. 5 Research of Data

The data accumulated from the field were then collated and transformed into beneficial graphs and other statistical outputs. We were holding then used to analyse the conclusions in a bid towards identifying important relationships between the two functions.

2. 6 Discussions

A dialogue of the conclusions was then done expressing understanding of the findings and how they relate with existing books as well as techniques used in several elements of the selected parts of the world. This discussion also contains relating conclusions to Sierra Leone.

2. 7 Conclusions and recommendations

Based on the studies in practice, knowledge obtained from existing books and the entire activities of this individual research study, conclusions and recommendations were then made in the penultimate chapter before referencing.

Chapter 3 Literature Review

3. 1 Introduction

In this section a detailed overview of existing literature was done to garner enough information in order to be in good stead to justify the necessity of the job. The difference between existing understanding of theory and what obtains used was identified predicated on procedures in four countries.

3. 2 Historical overview on street development

Various literatures in relatively recent years including O'Flaherty 2002, records that the real birth of streets have been lost amidst early history but it is without doubt that the tracks purposely selected by early on man and his pack pets were the harbingers of today's roads. With civilization and increased desire for communication trails little by little developed into pathways which in turn evolved into regarded travelways. Most of these ridgeways, as they were in any other case called, were situated on hillsides where bushes were less thick and walking easier. Wheel invention (in Mesopotamia in ca 5000BC) and the development of an axle which joined up with two wheels, made it possible to transport with relative easiness, heavy loads. This necessitated the provision of wider travelways with firmer surfacing having the capability of transporting concentrated loads but with less steep connecting routes down to or up from valleys and fordable channels ( O'Flaherty, 2002). Types of early manufactured highways included natural stone paved roadways of Ur in the Middle East, the corduroy-log paths near Glustenbury, Britain (ca 3300 BC) and brick paving in India. Despite these samples the Romans are credited to be the leading professional road-makers.

3. 2. 1 Roman roads

The Roman street system, at its top contains 29 major highways from Rome to the outskirts of the empire and totalled about 78, 000 km. The streets were constructed wide enough, commonly around 4. 25 metres, to guarantee the ease of passage of two chariots and six legions marching abreast. More often than not gradients were reduced by slicing tunnels and the streets were more often than not, characterised by straight portions on embankments 1 metre to 2 metres high. This helped to keep carefully the carriageway dried up. The Romans also built some 5, 000 kilometres of highways in Britain radiating from the capital London and increasing to Wales and Scotland during its job in 55 BC according to O'Flaherty 2002. Despite the Roman roads being the fundamental highways for communications internally, over a very long period of time they eventually decay and disintegrate credited to weather, traffic and individuals inventiveness.

3. 2. 2 United Kingdom roads

The words road and avenue became popular during the sixteenth and seventeenth century specifically in Great britain. 'Highway' is thought to have possibly result from the verb to trip meaning a route along which one can progress by riding and from the Latin expression ' via strata" signifying a paved road. http://en. wikipedia. org/wiki/Street.

The highway take action 1555 in Britain required local parishes to keep up their highways. Turnpike Trusts were therefore proven in 1706 consequently of the adjustable and mainly poor state of the road.

By the 18th Century, trade became more important and the manufacturing industries in Great Britain steadily developed.

After 1750's the development of the toll significantly contributed to the development of highways for the reason that:

It promoted the introduction of street making techniques in Britain by allowing the emergence of skilled street manufacturers like Telford and John Loudon Mc Adam.

It established the idea that road users should pay some road costs

It determined the construction for the 20th century's pre-motorway trunk highway network

The commencement of procedures of the vapor run railway service symbolised the start of the finish for Turnpike trusts as majority of long-distance travel almost spontaneously transferred from highway to rail once towns became accessible by the railways.

With the abolition of the trusts, streets reverted to their original system of parish maintenance. Many self-employed road boards then surfaced (15 000 in Britain and Wales together). The situation became chaotic and in 1882, Parliament chosen and agreed to acknowledge the financial responsibility for assisting building and maintenance.

During the first forty years of the twentieth century, evolutionary advancements happened, emphasizing on layout and particles control by using tar and bituminous surfacing and reconstructing existing highways. Organized highway research directly appropriate to the united kingdom conditions was initiated in the 1930's with the establishment of small experimental channels at Harmondsworth Middlesex where research was carried out into highway anatomist, soil technicians and bituminous and concrete technology; this is the start of Transport Research Laboratory (TRL).

The development of a tactical inter-urban trunk road network of over 15000km (including the engineering of some 3100km of new motorway and over 3500km of dual carriageway) was also the stimulant for the initiation of the major pavement technology and traffic management research programmes in particular, the Transfer Research Lab.

3. 2. 3 United Expresses of America contribution

The passage of the Federal Highway action of 1944 in USA authorizing the development of interstates and defence highway system to connect 90 per cent of American locations having population in excess of 50 000, by means of about 70 000 kilometres of motorway culminated in a giant leap in road technology.

Significant research programmes, like the development of special exams songs for pavement materials analysis, design and development were initiated because of this decision. The outcomes of the research programs and the introduction of associated road making and traffic management techniques were turned to be of major impact to road development in the international arena. (O'Flaherty, 2002)

3. 3 Useful classification concept

The process where roads and roadways are grouped into classes, or systems reflecting the character of service they may be designed to provide is referred to as useful classification. http://www. fhwa. dot. gov/planning/fcsec2_1. htm. Fundamental to this process, is the acceptance and acknowledgement that streets and streets individually, do not provide travel independently in virtually any major way. As a matter of fact, most travel would entail movement by having a network of streets and therefore the persistence of how this travel could be channelled logically and successfully within the network becomes vital. This however can be carried out by determining the part any particular road or street has in serving the circulation of trips through the highway network. The type of the channelization process would normally be identified by the efficient classification.

This idea is illustrated in the schematic shown in amount 3. 1.

A: Desire lines of travel

B: Street network provided

Figure 3. 1 Channelization of trips

Source: Federal Highway Administration rules section II-I

For simplicity, the comparative width of lines represents the comparative levels of travel desire with upright lines linking trip roots and areas. The relative sizes of circles represent the relative trip development and attraction power of the places shown. Amount 3. 2 B shows journeys being channelized on a restricted street network in a rational and effective manner as it is impractical to provide immediate line connections for each and every and every desire brand. The terms local, collector and arterial identifies the functional associations of the facilities in the diagram. However this hierarchy relates right to the hierarchy of travel ranges which they provide.

Cities and much larger towns normally make and attract a more substantial proportion of the relatively longer travels. The arterial highways generally provide service for such travel. The hobbyists which will be the intermediate efficient category serve small towns directly and connect these to the arterial network and collects traffic from the bottom level system of local highways which serves individual farms and other rural land use. Physique 3. 2 below shows a functionally labeled rural road network.

Figure 3. 2 Illustration of the rural highway functionally categorized network

Source: Federal government Highway Administration recommendations section II-I

In urban areas additional considerations, like spacing, is vital in defining a rational and useful network. The same rudimentary concepts apply for urban like for rural roads. Similar hierarchy of systems could be described. This notwithstanding, the rather high landuse level and travel throughout and within an urban area ends in difficulty ti identify centres of travel technology. Amount 3. 3 shows a schematic of any functionally classified urban street network. http://www. fhwa. dot. gov/planning/fcsec2_1. htm. Furthermore to traffic channelization, is the dual role of providing gain access to and travel range of motion enjoyed by the highway network. Gain access to is a necessary requirement at the start and end of any trip whilst range of motion can be provided at differing levels along trip pathways. This is sometimes referred to as 'level of service' which has a huge selection of elements including traveling comfort, velocity change freedom and the like but the most important being operating acceleration or travel time.


Figure 3. 3 Schematic illustration of a portion of an urban street network

Source: Government Highway Administration rules section II-I

The concept of traffic channelization leads logically not only to a functional hierarchy of systems but also to a parallel hierarchy of comparative distance offered by those systems. This hierarchy of travel distances can be associated logically with the efficient specialization in get together the gain access to and range of motion requirements. Local facilities highlight land use functions whilst Arteries highlight a high degree of mobility through movement. Collector however compromises in-between these functions. Body 3. 4 illustrates this.




Land use


Figure 3. 4 Relationship between traffic mobility and land use on functionally grouped systems.

Source: National Highway Administration recommendations section II-I

3. 4 Road systems

Road systems are developed fundamentally to group streets of similar functional characteristics into distinct systems. Two road systems albeit exists. These, as mentioned by Gichaga and Parker (1998) are:

Urban Street System

Rural Street System

However the Federation Highway Association (FHWA) efficient highway classification system in United States of America (USA) further subdivides the metropolitan area systems into two, particularly:

Urbanised area systems

Small Urban area systems

Small cities were thought as those places, as chosen by the Bureau of Census creating a population of five thousand (5000) or even more rather than within any urbanized area. (FHWA Guideline Section II-I)

Urban and rural areas are characterised in another way in terms of human being and vehicular population denseness, types of land use, nature of travel patterns, avenue and highway sites denseness, and the interrelationship of most these elements and their effect on this is of the highway function. As a consequence, rural and metropolitan roads are usually classified diversely. FHWA Guidelines Section II-I)

3. 4. 1 Urban streets system

Urban highways systems are set up in a way to enhance highway safety. They quite simply include the subsequent classes of highways:

Primary marketers which are usually built to high requirements and forms the principal network

District distributors which distributes traffic to and within central business districts in large cities, large personal areas and professional areas

Local distributors which distribute traffic in a environmental area

Access roads which gives direct access to complexes and plots in a given environmental area. Gichaga and Parker (1998)

3. 4. 2 Rural roads system

Rural highways essentially form a critical link within the road transport network by facilitating access and promoting development of rural areas. A major part of most road sites is made up of rural roads and they normally bring low level traffic. This technique includes the next classes of roads

Primary or trunk streets which are created to a high geometric standard and including motorways or expressways or freeways

Secondary roads which gives usage of most elements of a nation

Feeder streets, which generally attaches development areas to secondary or trunk roads

Access highways radiating from feeder highways. (Bjorn Johannessen 2008)

3. 5 Classification of roads

Based on the practical characteristics highways are also further generally grouped within a functional system the following:



Local / Aspect streets

3. 5. 1 Arterials

Arterial streets are moderate or high-capacity highways which give a degree of service immediately below that of a highway. They provide a high level of service at great speeds for the longest uninterrupted distance of travel and with some degree of gain access to control. Normally arterial highway carry large amounts of traffic between areas in urban centres. They may have intersections with lovers and local avenues and are designed to carry traffic between areas or neighbourhoods but do shortage direct residential entrances. Arterial roads also serve as a connection between expressways and freeways with intersections. Shopping centres, supermarkets, gas stations and other varieties of business often lines these roadways.

Depending on the neighborhood gain access to intersections, pedestrians and the degree of development the velocity limit fluctuate between 50 to 100km/h. Arterial streets are shaped either from a well planned suburban design and purposely built or they could otherwise derive from the upgrading of main rural highways when countryside is transformed into home use. The geometry of arterial roads also differ and can be up to five lanes in width in mid-sized areas but could be up to 8 lanes in large cities and in such circumstances they may serve dual responsibilities as local so that state highways. Types of arterials include East Lancashire road in northwest England and Eastern Arterial road in New South Wales, Sydney Australia.

Traffic stream on arterial streets usually go through large signalized intersections with other arterials and/or traffic circles, many collector highways and smaller intersections which have stop signs only on small road. Other entries to the street, if any, would be for major commercial (or simply industrial) uses, suitable for traffic, a big residential complex and so on. http://en. wikipedia. org/wiki/Arterial_road.

3. 5. 2 Collectors

Collector highways are low or moderate-capacity streets that are below a highway of arterial functional class. Collectors give a comparatively lesser range of motion service compared to arterials. They tend to lead traffic from local highways or sections of areas or neighborhoods to areas of activities within areas, arterial highways or even right to motorways, expressways or freeways. Collectors may have varying characteristics. Some are vast boulevards entering areas or connecting sections. In residential areas, some may occur as residential roadways typically wider than local streets but with only a few wider than 4 lanes. These take place generally in extremely thick areas.

Like arterials, enthusiasts may be lined with commercial amenities but to a very good lesser magnitude whilst institutions, churches, recreational facilities can be commonly entirely on residential collector highways.

Collectors are shaped based on organized activity and are purposely built. Occasionally however, in a grid system they load the gaps between arterial streets.

The speed limitations on collector highways range between 30 kilometres and 60 kilometres in built-up areas with regards to the level of development, local gain access to consistency, intersection and pedestrians as well as the surrounding area. In aged areas, traffic calming mechanisms are also sometimes used on collector roads.

Examples of collector roads include the pursuing:

The major A452 around Chelmsley timber and Castle Bromwich in Birmingham with M6 motorway on the external side of the curve.

The a lot more minor 'Grahame Area Way' across the Grahame Park real estate (and next to the RAF Museum) in Colindale, north London, with the Midland Main Collection and the M1 motorway on the outside. http://en. wikipedia. org/wiki/Collector_road.

3. 5. 3 Local streets

These are last in the hierarchy of the highways and normally would distribute traffic within local communities. They would offer access to farm lands in agricultural areas. These at times could be really trivial and therefore not categorised with a highway number. Local streets are generally modest highways leading mainly off a main road or a major neighborhood in a home area regarding an urban road system. They are usually of little significance to through traffic, being the previous kilometres or mls of travel. Common characteristics of local streets include low velocity limits typically not more than 50km/h, kerbside auto parking and few or no color markings showing lanes. Intersections in urban and suburban areas are usually with stop symptoms or in a few suburban areas where intersecting with similar roads yield signs are installed. In rural areas, some intersections aren't controlled. Local roads would normally represent the major components in most public road networks in conditions of total period.

Occasionally, a place of worship or a institution may be situated on local street, but they are mainly lined with residences. In the home areas however, it is quite uncommon to find any commercial development.

Local streets when built are fundamentally designed for the traffic only of residents and their tourists. However, many local pavements that do not have a lifeless end are also employed by motorists in congested areas.

3. 6 Goal and dependence on classification

The overarching goal of classification of streets into a hierarchy predicated on functionality is to subdivide them into identifiable communities, classes or types that may mirror the predominant role of the roads that define the network for the following reasons:

Administration and financial responsibility

Planning, design, operations and maintenance. (Ogden K W and Taylor S Y 1996)

The aims of the classification are to enhance management when used to steer planning, design and businesses of a road network by:

Reducing hold off and/or congestion across the highways and networks

Maintaining the traffic transporting capacity and consequently delaying costly capacity improvements as far as possible

Improving general road safety and minimizing car crashes

Assessing the degree of frontage gain access to control to be exerted along a road

Deciding on the extent of constraint that can be exerted on traffic to enhance the amenities of a road

Improving motion to and from businesses, retailers supermarket, schools, hospitals and the like

Identifying areas of further improvement for creation of acceleration and or decelaration and climbing lanes

Coordinating land use decisions

Improving the overall aesthetics selling point of street corridors.

3. 7 Functional road hierarchy

There can be an obvious need for the continuous analysis of the functional classification system on a regular basis and at a relatively frequently to ensure exact representation of the traffic function of a specific route currently and for the foreseeable future. http://www. fhwa. dot. gov/environment/flex/ch03. htm. This goal is important but different systems are employed by different companies and nations to achieve this goal.

Functional classification is done based on a conventional hierarchy with activity being associated with through traffic generally in the arterials and gain access to being from the local roads or side streets. This leaves a sizable gap in between that should appeal to what's usually seen in urban areas especially, where there's a combination of both movement and gain access to functions of all roads. The traditional road hierarchy though coping with the useful efficiency of traffic flow is also concerned about protection and other amenities as well as environmental attributes of urban areas. Non-traffic concerns in the context of cities are taken into account although in doing so, traffic issues are believed first and other issues installed around them ( Marshall, 2005).

Major roads therefore have a tendency to be associated with heavier traffic volumes, tactical routes, high design benchmarks and limited access to minor roads with frontage gain access to. Minor streets on the other hands, have a tendency to be associated with smaller traffic amounts, lower design expectations, local routes, regular access items and with personal accesses.

Consequent after these associations are the following:

most routes tend to be designated based on the transport and traffic function,

there tend to be great segregation between transfer modes at the extremes of the hierarchy with segregated vehicular traffic at one end and segregated pedestrian traffic at the other and the all goal roads in between. (Marshall, 2005)

The appropriateness of the traditional hierarchy model has however been questioned for the following reasons as explained by Ogden et al (1996) quoting Brindle (1983):

The idea of the 'hierarchy of development' based on functional community and coherent center catchment which is fundamental and a fundamental element of the model corresponding to Ogden et al (1996) again quoting Russell (1968) is itself both by observation and theoretically challenged

A wide selection of intermediate roads between major traffic routes and slight streets with issue of motion and gain access to functions which brings about lower degrees of safe practices and amenity than advisable.

It is tiresome to apply to existing networks for traffic management and other purposes

Even with the creating new communities or suburbs, the hierarchical marriage between streets cannot always be sustained. Therefore the ensuing disputes in the appropriateness of designation will often lead to incorrect design specifications.

Functional classification is used to categorise roadways according with their predominant role in the highway network and also on the basis of their physical setting.

3. 8 The classification of streets in some regions in the world

3. 8. 1 Australia

The Victorian code (VicCode) for residential development offers the following guidelines for classification in Australia as shown in desk 2. 1.

Table 3. 1 VicCode, Victoria Australia

Functional Classification

Description, Functions and Characteristics

Major Arterials

Routes which form the basis of inter-urban sites( including freeways) and providing a high level of service for users.

Infrequent access

Most access would be level separated, roundabouts, sign based mostly and these would typically be other traffic routes or trunk collectors


Typically forms the primary grid of traffic routes.

Often sorts long constant routes and highly connective.

Caters for the majority of urban travel.

They would be suited to moderate levels of trunk travel

Functional Classification

Description, Functions and Characteristics


Routes which typically serve to provide finer traffic routes more than other categories - typically linking to significantly less than four other traffic routes before a significant connectivity change.

They would have frequent access link with local streets. The ratio of trucks on this highway would be low but would form the basis for local routes for buses

Trunk Collectors

Provides specialised form of interconnection between traffic route system and home roads where it is desirable to channel local traffic to an wall socket while at the same time not attracting through traffic.

The primary function is to enhance convenient and safe movements of residential traffic to and from major arterial system usually at signalized intersections.

They aren't residential avenues but domestic development may be considered on these roadways with site planning condition which ensure appropriate amenity and which provide for vehicle access and exits in the forward direction

Collector Streets

Collects traffic from gain access to places and access streets and could carry an increased volume of traffic.

A reasonable level of domestic amenity could be maintained by restricting vehicle rates of speed and traffic quantities.

Speed should be controlled by street position and intersection designs.

Access Streets

Residential environment dominates and traffic is extremely subservient.

Low swiftness and traffic quantity and pedestrian and bike movement are increased.

Vehicle rate is manipulated by street length or position.

Preferably gain access to should serve no more than 100 dwellings.

Access Lane

Principally provides access to side or back lot for car parking of vehicles

In suprisingly low velocity environment and between 3m to 8m in width

Source: Office of Planning and Casing 1992 (Ogden K W and Taylor S Y 1996)

3. 8. 2 Germany

In Germany six degrees of mobility are recognised. These range between level 1 which is the highest degree of vehicular traffic to level 4 the lowest level of ability to move. The physical adjustments also influence classification and uses rules that distinguish between a large amount of roadway options. The first criterion is quite a lot like AASHTO's rural and urban distinction, but considers whether or not the road is outdoor or within a built-up area.

The second criterion considers the physical facet of the environment that is whether or not the street is framed by structures. The ultimate criterion considers non-vehicular uses of the roadway that is whether or not the roadway can be used essentially for vehicular or pedestrian access or if it acts the role as a general public gathering place. This is one of the most crucial distinctions from the AASHTO methodology, since it contains the implicit understanding that roadways provide many functions beyond that of simply hauling vehicular traffic.

Roadway categories in the German Gridline are shown in stand 2. 2 below

Table 3. 2 Roadway categories in the German Guidelines

Level of Mobility

Functional Category

Outside built-up areas

Within built-up areas

Not surrounded by buildings

Surrounded by buildings



Public Realm










































Source: Streets Design and Community Livability

A simplified example for the analysis of roadway consumption in the German practical classification with description and characteristics is shown in table 2. 3.

Table 3. 3 Simplified grid of roadway assessment

Predominant Function

M: Mobility




A: Access


P: Consumer Realm

Very high




Very low








Local road

Automobile Travel







Cul-de-sac, no through traffic








No driveways








No transit

Bicycle Travel







Unfavorable topography








Commercial Establishments

Pedestrian Crossing







Commercial establishments

Social Activity







Important recreational destination

Children Play







A lot of playing activity observed

Other special usage (e. g. Greenery)







Important recreational destination


This roadway can be an important public realm because of the recreational need for the surroundings


Predominant Function: Open public Realm


Roadway Classification: Local

Source: Roads Design and Community Livability

3. 8. 3 United Kingdom (UK)

The classification rules used in the UK is shown in the table 2. 3 below.

Table 3. 4 United Kingdom hierarchical classification of roads

Functional Category


Description and characteristics

Primary Distributors

Predominant activity

Fast moving long distance traffic without pedestrian and frontage access

Pedestrian Movement

None. Segregation between vehicles and pedestrians

Stationary vehicles


Heavy Goods Vehicle (HGV) activity

Suitable for HGV moves especially through trips

Vehicle access to individual properties

Only from sites of national traffic importance

Local Traffic Movements

Extremely few- junction spacing preclude local movement

Through Traffic Movements

Predominant role for long distance

Vehicle operating speeds and swiftness limits

More than 65 km/h depending on geometric constraint

District Distributors

Predominant activity



Medium distance traffic to major network

Public transport services

All through traffic with respect to environmental areas

Pedestrian Movement

Minimum pedestrian activity with a positive options for pedestrian safety

Stationary vehicles

Some depending on traffic stream conditions

Heavy Goods Vehicle activity

Minimum through trips

Vehicle access to individual properties

None aside from major centres, i. e. equivalent to local distributor degree of vehicle flow

Local Traffic Movements

Some- only a few localities may be severed, junction spacing important

Through Traffic Movements

Predominant role for medium distance traffic

Vehicle operating speeds and swiftness limits

Subject to roughly 50 to 65 kilometres/h restrictions within built-up area

Local Distributors

Predominant activity

Vehicle movements near to the start and ends of all journeys

Bus stops

Pedestrian Movement

Controlled with channelized crossings (e. g. zebra)

Stationary vehicles

Considerable if off highway facilities aren't provided

Heavy Goods Vehicle activity

Minimum through trips

Vehicle usage of individual properties

Some- near more significant activity centre

Local Traffic Movements

Predominant activity

Through Traffic Movements


Vehicle operating speeds and rate limits

Subject to roughly 50 km/h limit but structure should discourage acceleration within built-up area

Access Roads

Predominant activity

Walking, Vehicle access, Delivery of goods and servicing of premises, Gradual vehicle movement

Pedestrian Movement

Considerable liberty allowing random crossing

Stationary vehicles

Some but depending on safety considerations

Heavy Goods Vehicle activity

Residential: related activities only

Other area: delivery of goods and services

Vehicle access to individual properties

Predominant activity

Local Traffic Movements


Through Traffic Movements


Vehicle operating rates of speed and rate limits

Less than 30km/h with devices that control speed

Pedestrian Streets

Predominant activity

Walking, Meeting, Trading

Pedestrian Movement

Complete freedom which is the predominant activity

Stationary vehicles

None except for servicing and emergency

Heavy Goods Vehicle activity

Essential servicing and frontage delivery only

Vehicle access to individual properties

None (aside from emergency vehicles and could include limited gain access to for servicing)

Local Traffic Movements

None (but may include public transportation)

Through Traffic Movements


Vehicle operating speeds and rate limits

Less than 8km/h (vehicles get into on sufferance)

Source: Institute of Highways and Travel (1987)

3. 8. 4 United State governments of America (USA)

In USA practical classification is based on the American Association of State Highway and Travelling Officials (AASHTO) rules which differentiate between three levels. They are arterials, collectors and local roadways. Arterials serve corridor motions with long lengths of excursions and high volumes. The physical environment is also used to factor in USA by the systems classification. Under AASHTO structured system the roadway setting is simply thought as urban or rural with a differentiation made based on area wide populace density. Which means that the system adopted classifies roadways over a reasonably wide physical area. AASHTO method is therefore recognized because of it simplicity. Therefore there are the urban area systems, the small urban area system and the rural system. (Garrick and Kuhnimhof, 2000) The classification is shown in desk 2. 5 below.

Table 3. 5 AASHTO System of Highway classification

Level of Mobility

Roadway Setting




Principal Arterial

Principal Arterial



Minor Arterial

Minor Arterial



Major Collector


Minor Collector




The classification is also shown pictorially in figure 3. 5 as an organisational graph based on hierarchy.

Figure 3. 5 US street hierarchy of useful classification

More than 7 000 students trust us to do their work
90% of customers place more than 5 orders with us
Special price $5 /page
Check the price
for your assignment