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Chapter III – Practical studies

Basis of design: 153–154

 Novermber 1963    The Buchanan Report    Chapter 3i  
Contents • Chapter 3i • The primary network

The answer to this question is that if the by-passes could be built now they would certainly bring a measure of relief. But it would only be a temporary relief

  • Fig.78 The main zones of traffic generation, showing the percentage of all workers resident in each zone (R), and the percentage of all workers employed in each zone (W)
    Fig.78 The main zones of traffic generation, showing the percentage of all workers resident in each zone (R), and the percentage of all workers employed in each zone (W)
  • Fig.79 The main desires for movement at the evening peak period. The heavier movements are indicated by the larger arrows.
    Fig.79 The main desires for movement at the evening peak period. The heavier movements are indicated by the larger arrows.
  • Fig.80 Lengths of existing main roads already overloaded or otherwise unsatisfactory (dotted sections).
    Fig.80 Lengths of existing main roads already overloaded or otherwise unsatisfactory (dotted sections).
  • Fig.81 The basic form of the new network.
    Fig.81 The basic form of the new network.
  • Fig.82 The basic network further developed with local distributors to serve the central area. But the north-south section of the primary distributor has to serve as a district distributor as well.
    Fig.82 The basic network further developed with local distributors to serve the central area. But the north-south section of the primary distributor has to serve as a district distributor as well.
  • Fig.83 The basic form further developed, with separation of the primary and district distributors.
    Fig.83 The basic form further developed, with separation of the primary and district distributors.
  • Fig.84 The network finally developed.
    Fig.84 The network finally developed.
  • Fig.85 The triangle in the centre shows the basis for the new primary network, on the assumption that through traffic on A.34 is removed by a new route to the west, and on A.4 by the South Wales Motorway.
    Fig.85 The triangle in the centre shows the basis for the new primary network, on the assumption that through traffic on A.34 is removed by a new route to the west, and on A.4 by the South Wales Motorway.

The primary network

153

We could see that what was needed was a new primary network, so we considered the principles on which it should be planned. First we assumed that through traffic now using the A.4 and A.34 trunk roads would be removed by the provision of suitable by-passes. The location of the bypasses was outside the scope of our study, but we noted that in the County Development Plan it is the projected South Wales Motorway that will in fact act as the by-pass for the A.4 route. The line of this lies a fair distance to the north of Newbury, so we did not consider that it could be relied upon to by-pass all the through-traffic, and we made some allowance for this in our estimates. It might be asked whether the provision of these by-passes would be a ‘solution’ to Newbury's problems. The answer to this question is that if the by-passes could be built now they would certainly bring a measure of relief. But it would only be a temporary relief, for our study showed that as vehicle numbers increase in the future it is the buildup of town traffic that becomes the really formidable problem to cope with.

154

The basis for the design of the new network is shown in the sequence of diagrams in Figures 78–85. The first diagram shows the relative positions of the main traffic generators—the residential and employment zones. The second diagram shows the directions of the main movement-desires. The third shows which of the main town routes are already unsatisfactory. The fourth diagram shows the basic form of a new network that would serve the movements, and the remaining diagrams show the progressive refinements which are necessary to blend such a network into the particular situation at Newbury.

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