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Figure 2 -11: Paired one -way <br />streets serving as a <br />subcollector. <br />36 Residential Streets <br />in the width of the moving lane is not necessary. Where moving <br />lanes are bounded by a vertical curb, the width should be increased <br />to 11 feet since drivers tend to shy away from the curb and drive <br />toward the center of the street. <br />Residential streets can be divided into two separate one -way <br />streets to preserve a desirable natural feature, minimize other- <br />wise necessary grading of steep terrain, or provide an attractive <br />entryway (Figure 2 -11). Planners must account for nighttime vis- <br />ibility and rapid perception of the traffic division point. Paired <br />one -way residential streets, even single frontage, may be necessary <br />in areas characterized by steep terrain. <br />Pavement Widths <br />Decisions regarding pavement width have significant conse- <br />quences for a number of characteristics, including resultant ve- <br />hicle speeds, visual scale, and the cost of construction and main- <br />tenance, and, therefore, are of great importance in designing a <br />residential community. The width of a street should be based <br />upon both the volume and type of expected traffic and the amount <br />of on- street parking that will be generated as well as upon the <br />place of the street in the street hierarchy (access street, subcollec- <br />tor, collectors (Figure 2 -12). <br />Residential street pavement width practices have evolved largely <br />from traditional moving lane, parking lane, and design speed con- <br />cepts. Historically, widths were linked to considerations of con- <br />venience for the largest vehicle that might use the street. Such <br />design approaches are appropriate for arterial streets but are dif- <br />ficult to justify for residential streets that serve a small number <br />of homes. <br />Page 12 <br />