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    Residential Streets
    Residential Streets
    Residential Streets
    Ebook163 pages1 hour

    Residential Streets

    By Walter M. Kulash

    4.5/5

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    About this ebook

    Taking a practical approach to planning and designing streets in master-planned, new urbanist, and other subdivisions, this book offers a fresh look at street widths, geometrics, traffic flow, intersections, drainage systems, and pavement.
    LanguageEnglish
    PublisherUrban Land Institute
    Release dateJan 1, 2001
    ISBN9780874202564
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      Book preview

      Residential Streets - Walter M. Kulash

      communities.

      1

      Introduction

      Everyone benefits from streets that are functionally adequate, durable, and cost-effective. Builders know that inadequate or deteriorating streets can be a major cause of buyer dissatisfaction, while they also see streets as a significant element in total housing construction costs and strive to minimize their costs. Homebuyers want streets that are safe and functional yet provide an attractive residential environment. Since street costs are passed on to the homebuyer, they are an important element in the overall cost of homeownership. And the cost of maintaining the streets is an important concern to public officials and the larger community.

      History

      In the early 1940s, America’s elected municipal officials faced public outrage over thousands of miles of alternately dusty and muddy unpaved streets that were costly to maintain. As a result, local governments adopted incentives to encourage street paving. Property owners virtually stood in line to have their streets paved on a cost-sharing basis.

      After World War II, a home on an unpaved street presented a poor public image for its owner. In some areas, wide residential street pavements became prestige symbols for individuals, neighborhoods, or even entire communities. As home-builders and land developers perceived the public’s need and desire for paved streets, unpaved streets in new residential developments soon became a rarity.

      FIGURE 1–1 In the 1940s and 1950s, uniform lot size and setback requirements produced repetitious street patterns and monotonous streetscapes.

      Municipal administration of large street paving programs and regulation of new housing developments necessitated the adoption of street construction standards and specifications. These standards and specifications were usually patterned after readily available state highway department standards. During the immediate postwar period, formerly rural crossroads evolved into established satellite communities or large cities in their own right. The public decision makers of these new jurisdictions borrowed street-improvement standards from established neighboring cities, as minimal research into the standards-setting process had been conducted.

      The standards initially adopted by cities often required the upgrading of streets to correct obvious performance deficiencies, to reduce mounting municipal street maintenance costs, or to reflect changing state highway department practices occasioned by increasingly heavy truck traffic. Nonetheless, little statistical information or research has focused subsequently on the refinement of residential street-improvement standards, although extensive studies of higher-order streets have been performed by universities, state highway departments, and the federal government. Yet residential streets represent most of the total road mileage in any region and carry a part of each trip of the vast proportion of any community’s traffic.

      During the 1940s and 1950s, rigid zoning ordinances and subdivision regulations that stipulated uniform lot areas and setback requirements in developing areas produced repetitious street patterns and monotonous streetscapes. In the early 1960s, changing tastes, changing values, and escalating construction costs stimulated the development and promotion of the cluster and planned unit development (PUD) housing concepts. Successful PUDs required cost-effective designs that balanced initial cost against amortization, operation, maintenance, and replacement costs. In addition, the development of PUDs dictated the satisfactory performance of street improvements, if only because of the long-term, potentially vocal involvement of organized PUD residents. Further, cluster planning and PUDs drew the public’s attention to the values associated with open spaces and the landscape, including the streetscape. This early focus on the landscape has had a significant influence on today’s increased environmental

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