PHYSICAL AND MENTAL WELFARE

Wanganui Chronicle, 26 February 1947, Page 6

PHYSICAL AND MENTAL WELFARE

KEEP DEATH OFF THE ROADS (No. 5.) (By Sir Alker Tripp, C.8.E., Assistant Commissioner, Scotland Yard, London.) When we look at the casualty maps, one thing is very clear; the great majority of casualties are ribboned along the main traffic routes, and pedestrians represent 60 per cent, of the fatalities—in London, at any rate. EXPOSED TO TRAFFIC. Only when inhabitants are "exposed" to the traffic do they become road casualties. Pedestrians are hot "exposed” to railway traffic because it is fenced off from them, and they Irom it. But pedestrians are very much exposed to traffic in (say) Oxford Street, London—which street has a shocking casualty record. Oxford Street is a traffic artery. When we cannot withdraw crowds from a traffic artery, we must withdraw the traffic and send it elsewhere. We must, on the largest possible scale, divert the main traffic flows from the daily haunts of the populace. It can be done. It must be done. PLANNING FOR TRAFFIC.

The first step towards planning is to get rid of the nondescript road; every road must have its own definite and clear-cut character and office. Roads fall into two classes, the functions of which are not only entirely different, the one from the other, but also are naturally antagonistic, viz.,' (1) roads built as traffic conduits, and (2) local roads which are roads intended for residence, shopping, business. In plan-

ning for the future, we must take account of three generic types of road, and three only, viz., a. Arterial, i.e., the motorways which are essential—but are not as yet provided; b. Sub-arterial, i.e., the other main traffic conduits, now and hereafter; c. Local or minor. The local roads can be divided up into as many categories as the town planner may desire (shopping, residential, etc., etc.) but generally—for traffic purpose—all such roads have the same status, viz., that of a local road. On arterials and sub-arterials, the interests of the traffic will be regarded as absolute; and all other interest must go to the wall. In the case of the local roads, on the contrary, traffic considerations must be entirely subordinated to the needs of the local frontagers and pedestrians—in other words, the local populace. SUB-ARTERIAL GRID. In mapping out this scheme for any area, a sub-arterial grid will be created on paper. ' The space between the sub-arterials of this grid will comprise i little local systems ot minor roads. It is in these "precincts” that industry, business, shops and residence will be located, quite away from the through traffic. The local roads in each district must be so designed—by means of obstructive lay-out, if necessary—as to deter the through-traffic from using them. ROAD DESIGN. The designer of to-morrow (if not of to-day) will demand, before he makes his plans, a very clear definition of the purpose for which each particular road is intended. He is bound to revolt against the inefficiency of the three-purpose main road and the nondescript road. When a road for fast motor traffic is wanted, he will reject the hopeless handicaps of old-time frontages, innumerable junctions and teeming roadside populations. He will see that a new type of road is essential. And when he is designing the streets of a precinct, he will ensure that the interests of the local populace are made paramount, so that the traffic is effectively controlled by his lay-out. His shopping streets will attract shopping traffic only, because his lay-out will be such as to offer no inducement to through traffic. Wherever his touch is felt, in fact, traffic will be controlled by layout. And, in the last stage, the control of traffic will be virtually automatic and mechanical.

(In the next article Sir Alker Tripp concludes his special series.)