Some of the design features are bit odd. In Figure 3, for example, a traditionally designed red brick house is adjacent to a building with strong classical features. In Figure 4 the entrances to the buildings are provided using steps, which is of little assistance to the users of wheelchairs.
Figure 2
Figure 3
Figure 4
Figure 5
Figure 5 shows a detail at one corner in the development. Smaller corner radii lead to slower traffic speeds, although there is a limit to how tight a corner can be if large vehicles are to be accomodated. In this instance, the tarmac has been laid with a small radius, and the corner is widened by then using constrasting stonework. Cars will naturally follow the tarmac, and the drivers will reduce their speeds as a result, whereas larger vehicles can safely over-run the stonework.
Figure 6
Figure 6 shows the same treatment applied to a roundabout on the main road through the development. Two lanes are provided at the roundabout, one in tarmac for cars which have to travel around the outside of the roundabout, and have to slow down as a result, and a stonework lane which larger vehicles can overrun.
It's a pity, though, that the junction has sprouted so many poles. Do car drivers really need to be reminded which way to go around a roundabout?
Figure 7
An alternative roundabout design is shown in Figure 7. The roundabout has been built with a large traffic island which means that cars cannot drive straight across the roundabout, but rather have to drive properly around the junction. This is enhanced by the use of stonework rumble strips, the lack of road markings, the narrowness of the approach lanes, and the fact that the approach lanes are directly in line with the island, rather than pointing past it. The cars approach the junction slowly, even though no speed limits are posted.
Figure 8
In Figure 8, a shared space has been created by continuing the footway across the road, using stonework to line out the footway. This is intended to cause some confusion for pedestrians and car drivers, so that pedestrians and car drivers alike will look out for what other people are doing, creating a safer environment.
Figure 9
In Figure 9, a courtyard provides access to front doors and to the garages in the background. By using gravel rather than tarmac, the area is made more pedestrian friendly, without blocking access to cars. The low rate of car arrivals and departures also stops the area being dominated by cars.
Figure 10
Figure 10 shows a pedestrianised route. This enables pedestrians to reduce the length of their journey - pedestrians and cyclists are far more sensitive to increases in journey length than car drivers are. The width is good, although the area is under-planted, with too many plain brick walls, and no seating. Like the alleyway shown in Figure 11, the route is overlooked by neighbouring properties, which is essential for personal safety.
Figure 11
Figure 12
Figure 12 shows the typical features of roads in Poundbury. There are no road markings, and the roads tend to be short, with limited visibility. This is intended to reduce the speed of traffic. Footways are wide, and surfaced with gravel.
Figure 13
Much of the parking is on-road. Off-road parking is provided in certain areas, using areas surfaced with gravel, as is shown in Figure 13. Some of the parking is allocated to parking bays, formally as is shown in Figure 8, and informally, as is shown in Figure 14.
Figure 14
The use of trees and bollards, as shown in Figure 14, mean that the road can be very wide, without it encouraging excessive speeds - at the same time, the use of lining on the road is avoided. (Figure 14 also shows the gravel escaping from the footways. The gravel gets everywhere, and has not been an unqualified success).
