References are to paragraph numbers

The Steering Report:

• Introduction: 1–5
• The impending motor age: 6–17
• Suggested remedies: 18
• New urban roads: 19–24
• Expanded public transport: 25–28
• Deliberate limitation: 29–34
• Reshaping the city: 35–40
• Ways and means: 41–55

Chapter I: The working context

• Introduction: 1–2
• Growth of motor traffic: 3
• Social and economic influences: 4–8
• Nature of present difficulties: 9–10
• Frustration in the use of vehicles: 11–14
• Accidents: 15–21
• Deterioration of environment: 22
• Safety: 23
• Noise: 24–28
• Fumes and smell: 29–31
• Other environmental difficulties: 32
• How serious are these effects?: 33–35
• The future of the motor vehicle - Introduction: 36–37
• Individual air travel: 38
• Other possibilities: 39
• The need for study of transport methods: 40
• Advantages of a ground-based individual machine: 41–42
• The future growth of traffic : 43
• Increase in the numbers of vehicles: 44–47
• Increase in traffic: 48–50
• An urgent situation: 51
• The increase of private mobility: 52–53
• The form of urban areas : 54
• Influence of the motor vehicle towards dispersal: 55–56
• Population growth and the need for redeployment: 57–58
• Importance of the study of movement: 59
• A small island: 60
• Dangers of sprawl and the virtues of compactness: 61
• A problem of design: 63
• What sort of towns: 64–66
• How ambitious? 67

Chapter II: The theoretical basis

• Introduction: 68–70
• The nature of urban traffic: 71
• Traffic a function of activities: 72–73
• Essential and optional traffic: 74
• The problem of through traffic: 75–79
• Town traffic-a function of buildings: 80–83
• Journey to Work: 84
• Movement within town centres: 88
• Road versus rail for town traffic: 89
• The essence of the problem – the inherited urban road system: 90–92
• Accessibility: 93
• Environment: 94–95
• Pedestrian movement: 96
• The Conflict: 97–98
• A working theory: introduction: 99
• The basic principle: 100–101
• Relationship between environmental areas and networks: 101–102
• Characteristics of networks: 104–112
• Characteristics-of-environmental-areas: 113
• Size: 114–115
• Three variables: 116–117
• Traffic architecture: 118–120
• The need for comprehensive redevelopment: 121
• Residential areas: 122–125
• Environmental Standards: 126–128
• Environmental capacity of streets: 129–132
• Pedestrians and vehicles: 133
• Conclusion: 136

Chapter III: Practical studies – Part one: A small town – Newbury

• Introduction: 137–139
• Part One: A small town: 140–141
• Situation of Newbury: 142
• The main movements: 143
• The work journeys: 144
• Mode of travel: 146
• Peak hour flows: 147
• Accessibility: 148
• Environment: 149
• Future increase of traffic: 150
• Basis of design: 153–154
• Environmental areas: 155
• Cyclists: 156–157
• Radial roads: 158
• The new network: 159–160
• The town centre: 161–163
• Objectives: 163
• Minimum redevelopment: 164–165
• Partial redevelopment: 166
• Comprehensive redevelopment: 167
• A restricted network: 168–171
• Costs and benefits of the alternative schemes: 172
• Conclusions: 173–175

Chapter III: Practical studies – Part two: A large town – Leeds

• Introduction: 176
• Objectives: 177
• The city at present: 178–183
• The main future movements: 184–185
• Journeys to work: 186–194
• Shopping journeys: 190–194
• Industrial, commercial and business journeys: 195–201
• Summary of traffic movements: 202
• The Primary Network:
  Theoretical network for full car ownership and use: 203–205
• A minimum network: 206–207
• An intermediate network: 208–214
• Environmental areas: 215
• Shortcomings of the existing network: 216
• The theoretical intermediate network adapted: 217–218
• The central area: 219–220
• Peak hour generation and parking: 221–225
• The central area network: 226–228
• The central area design: 229–231
• Environmental management: 232
• The first study-Allerton: 233–236
• The second study-Headingley: 237–244
• Conclusion: 245

Chapter III: Practical studies - Part three: A historic town – Norwich

• Part three: A historic town – Norwich: 246
• Description of the city: 247–251
• Vehicular traffic: 252–256
• Pedestrian movement: 257–258
• Traffic and environment: 259–263
• Traffic and accessibility: 264–266
• The present position summarised: 267–268
• The basis for planning: 269
• The potential increase of traffic: 270
• A problem of environmental management: 271–272
• The primary network: 273–276
• Siting the 'barriers': 277–285
• Car parking: 286
• Pedestrian areas: 287
• Conclusion: 288–289

Chapter III: Practical studies – Part four: A central metropolitan block – central London

• Part Four: central metropolitan block: Introduction 290
• The study area: 291
• Main activities: 292
• Land use and density: 293
• Special characteristics of the area: 294
• Present traffic difficulties: 295
• Present parking capacity: 296
• Conflict between traffic and environment: 297–298
• Other problems: 299
• Full use of cars: 300
• Assumptions regarding the network: 301
• Location: 302
• Capacity: 303
• The ‘module’ of the network: 304
• Alternative arrangements of the grid: 305–309
• Accumulation of traffic from a series of areas: 310
• Obectives of the studies: 311–312
• The first study: complete redevelopment: 313
• Land use and accommodation: 314–315
• Densities: 316
• Choice of the network grid: 317
• Allocation of the permissible generation: 318–322
• Arrangement of internal distributors: 323
• Levels: 324–327
• Alternative forms for the parking space: 328–330
• The design for complete redevelopment: 331–334
• Conclusion: 335
• The second study: partial redevelopment: 336
• The network grid: 337
• Land use and accommodation: 338
• Allocation of permissible generation: 339–340
• general-form-of-redevelopment: 341
• Arrangement of internal distributors: 342
• Plot ratio: 343
• The design for partial redevelopment: 344
• Oxford Street: 345–346
• Redevelopment in stages: 347–352
• The need for redevelopment in large sections: 353
• The third study: minimum redevelopment: 354
• Assumptions regarding through traffic: 355
• Environmental areas: 356
• Local distribution: 357
• Oxford Street: 358–359
• The plan for minimum redevelopment: 360
• Traffic capacity: 361
• Access to buildings: 362
• Allocation of the parking places: 363–365
• Conclusion: 366
• The fourth study: piecemeal redevelopment: 367–370
• General conclusion of the four studies: 371

Chapter IV: Some lessons from current practice

• Some lessons from current practice – introduction: 372
• Britain: The New Towns: 373–375
• ‘Second generation’ New Towns-Cumbernauld: 376–380
• Hook: 381–383
• Basingstoke: 384–387
• The bombed cities: 388–391
• Coventry: 392–396
• The Development Plans: 397–401
• Europe – West Germany: 402–408
• Stockholm: 409–411
• Venice: 412–417
• The United States: 418–421
• Los Angeles: 422–424
• The freeways: 425–427
• Consideration of Urban form: 428–429
• The transportation studies: 430–431
• Central areas: 432–435
• The lesser impact of traffic: 436–438
• Conclusions: 439–440

Chapter V: General conclusions

• A beneficial invention: 441
• A two-fold problem: 442
• The basic principle: 443
• A question of investment: 444
• Traffic and development plans: 445
• Static or expanding towns: 446
• Rearrangement of land uses: 447
• Planned co-ordination of transport: 448
• Transportation plans: 449–451
• Parking policy: 452–456
• Public transport and private cars: 457
• Peak periods: 458–459
• Factors affecting the amount of optional peak period traffic: 460–462
• The scale of the primary roads: 463–464
• Aesthetic treatment of primary roads: 465
• Historic towns: 466
• Environmental management: 467–469
• Basis for an integrated policy: 470–471
• Comprehensive redevelopment: 472–474
• Development control: 475
• Grant systems: 476–478
• Professional collaboration: 479
• Further research required: 480
• A sixth sense required: 481
• The creative opportunity: 482

Appendices

• Appendix I: The environmental capacity of streets: 1
• Residential access streets: 3–18
• Non-residential access streets: 19
• West End Lane, Hampstead: 20–28
• Ben Jonson Road, Stepney: 29–32
• Cornwall Street, Plymouth: 33–36
• Dean Street, Soho: 37–38
• Queen Anne's Gate, Westminster: 39–45
• Southwark Street, London: 46–51
• Appendix 2: Cost-benefit analysis and accessibility and environment: 1–4
• The role of cost-benefit analysis: 5–8
• The costs: 9–11
• The benefits: 12–13
• Crude capacity: 14–15
• Accessibility: 16–21
• Environment: 22–27
• Environmental accessibility: 28
• Analysis of cost and benefits: 29–33
• Conclusion: 34–37

Glossory

• Appendix 3: Glossary of terms used in the report:

Acknowledgements

• Photographs
• Publications