A street with moderate place intensity and movement function that connects neighbourhoods, urban centres, or enterprise areas.

Connector avenues are busy streets linking districts and serving various adjoining property uses without the direct building frontages and civic activity of high streets. Side or rear access to properties results in occasional driveways. The typical street reserve varies between 20 metres (standard width) and 30 metres (wide), resulting in a carriageway width of 18 metres and 21 metres, respectively.

Urban centre and urban connector avenues

Urban Centre and urban connector avenues are busy streets linking districts and serving various adjoining property uses without the direct building frontages and civic activity of high streets. Side or rear access to properties results in occasional driveways.

Connector avenues can also be landscaped corridors with dedicated space for people using active or public transport, private vehicles or freight needs.

Common issues for urban centre and urban connector avenues

• fencing on medians or kerbsides that lengthen walking trips
• wide central medians at the expense of cycle lanes or kerbside facilities for public transport
• higher vehicle speed of the arterial route continuing into the connector avenue

Design solutions for urban centre and urban connector avenues

[1] mid-block crossings (Austroads Guide to Road Design, Part 4)

[2] bicycle paths (Cycleway Design Toolbox, TS 01590)

[3] trees in the verge (Landscape Design Guideline, TS 01595)

[4] signalised intersections (Traffic Signal Design, TS 02670)

[5] reduced kerb radii (Design of Roads and Streets, TS 00066)

[6] widened footpaths (Walking Space Guide, TS 01589)

[7] lower speed limit (NSW Speed Zoning Standard, TS 03631)

[8] short-term last mile freight and servicing access (Freight and

Servicing Last Mile Toolkit).

The design solutions library includes a full list of appropriate design solutions for connector avenues.

Another important design solution for urban centre streets not shown is street activation infrastructure.

In greenfield situations, the Guidelines for Public Transport Capable Infrastructure in Greenfield Sites should be used when determining dimensions for these streets.

Suburban connector avenues

Suburban connector avenues tend to have more driveways directly onto the street than in an urban centre or urban context. Suburban connector avenues are used for frequent bus services and freight to service local businesses.

Land use on these streets are often in transition. Redeveloped buildings can be setback and this space can be used for separated paths and increase tree planting. Where less space is available shared paths can help continue the protected cycling route. Road space can be reallocated from underused central medians to dedicated cycle lanes and improved waiting areas for people using public transport. Walking can be made easier, safer and more direct with mid-block crossings and signalled intersections replacing roundabouts.

Common issues for suburban connector avenues

• crossing points being too far apart
• insufficient space and lack of facilities for walking and cycling
• land uses not being aligned with through movement function.

Design solutions for suburban connector avenues

[1] kerbside traffic buffers (Walking Space Guide, TS 01589)

[2] trees in the verge (Landscape Design Guideline, TS 01595)

[3] bicycle paths (Cycleway Design Toolbox, TS 01590)

[4] shared paths (Cycleway Design Toolbox, TS 01590)

[5] footpaths (Walking Space Guide, TS 01589)

[6] signalised crossings on all intersection legs (Traffic Signal Design, TS 02670)

[7] mid-block crossings (Austroads Guide to Road Design, Part 4)

[8] lower speed limit (NSW Speed Zoning Standard, TS 03631)

[9] short-term last mile freight and servicing access (Freight and

Servicing Last Mile Toolkit).

In greenfield situations, the Guidelines for Public Transport Capable Infrastructure in Greenfield Sites should be used when determining dimensions for these streets.