16 things we learned from a list of every single road name in Great Britain

"The Street With No Name" in Levenshulme, which sadly isn't on the list because it doesn't actually have a name.

1) There are about 790,000 roads with names in England, Scotland and Wales.

The Ordnance Survey Open Names database lists 788,340 roads with a name, from Aachen Way in Halifax to Zurich Gardens in Bramhall.

2) The most common suffix in a road name is, unsurprisingly, ‘Road’

But only a fifth of roads (about 160,000) are called “Something Road”: 15 per cent are Closes, 10 per cent are Streets, 8 per cent are Lanes and 6 per cent are Avenues.

3) The most popular road name in the UK is probably what you would have guessed it would be

Drumroll please for....

“High Street”

...of which there are 2,453. Followed by Station Road (2,023), Church Lane (1,868), Church Street (1,521) and Mill Lane (1,318). This finally, conclusively proves that trains are better than Jesus AND mills.

4) The road with the longest name is in the New Forest

Congratulations, “Bolderwood Arboretum Ornamental Drive”: you did it!

(Not counting ‘names’ that include bracketed or other alternative names. Or ‘Woodpecker Crescent Woodpecker Crescent’ in Burgess Hill, which is presumably an error rather than some quirky bit of Sussex-based self-referentialism.)


5) The road with the shortest name is in Somerset

Rye, a road in the village of Puriton in Somerset, unexcitingly named after the green thing it runs past.

It does, debatably, have some competition: the MediaCity complex in Salford is so trendy that it has colours instead of road names, which means there’s a road listed under the name “Red” in the Ordnance Survey database.

There’s also an “Alt” in Widnes but that’s an abbreviation for “Alternate” which is a very normal thing to name a road. Good job, Widnes.

6) There are places with plenty of roads, but very few Roads

As noted in CityMetric only last week, the City of London may be the most famous example of a place with “no roads” (i.e. no roads named Somethingorother Road; although sadly this is no longer technically true, curse your eyes, Goswell Road).

One posited explanation is that incorporating the word Road into a road name is a modern enough concept that the layout of the City predates it.

7) The second most roadless place in the UK sits at the other end of urban history

In Milton Keynes, only 4 per cent of named roads are Roads. When the town was laid out in the 1960s it was decided the horizontal roads of its innovative grid system would be Ways, and the vertical roads Streets: but the majority of the roads are actually the smaller suburban Closes, Courts, Places & Drives that lie within the box of each grid.

No, this is very interesting actually.

Okay, fine.

8) Fanny Hands Lane

LOL! Image: Chris/Geograph/creative commons.

9) If you think Milton Keynes has an overly methodical road naming scheme, check out this estate near Southampton

Image: Google Maps.

Roads that run one way are A Avenue, B Avenue, C Avenue, D Avenue, E A… you get the idea. Roads that run the other are 1st Street, 2nd Street and so on. I'm coming up, so you better get this party started!

10) Scotland is the home of the Place

For example, “Place” is the most common suffix in East Kilbride, appearing in 17 per cent of road names. It’s also in more than 10 per cent of the road names of Edinburgh, Glasgow, Aberdeen and Dundee.

11) There’s a North/South divide between Streets and Roads

Obligatory map:

 

 

There are more Streets than Roads in much of the North: Oldham and Burnley are more than 45 per cent Street. Meanwhile on the south coast, Bournemouth only has one. And it’s not even a very good one.

 

Orchard Street in Bournemouth. Cowabunga! Image: Chris Downer/Geograph/creative commons.

12) Blackpool is 30% Avenues

An avenue is usually a road with lots of trees. This randomly selected avenue in Blackpool has hardly any:

Image: Google Maps.

What’s up, Blackpool? What did you do with all the trees?

13) Gateshead is 18% Gardens

Maybe that’s what the Gates are for!!!!! HA HA.

14) There’s no road called ‘The Road’

But there are 595 “The Street”s and 578 “The Avenue”s. What a creative island we are.

15) Where we’re going, we don’t need roads

Image: Google Maps.

 

16) There’s a road called “Burnt Dick Hill”

Image: Google Maps.

Ow.

Ed Jefferson works for the internet and tweets as @edjeff.

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Here’s how Copenhagen puts cyclists at the top of the social hierarchy

A cyclist in Copenhagen, obviously. Image: Red Bull/Getty.

Have you ever wondered why Britain is not a nation of cyclists? Why we prefer to sit in traffic as our Dutch and Danish neighbours speed through the city on bikes?

Forget about hills, rain, and urban sprawl: the real reason we aren’t cycling is much closer to home. It is not just lack of infrastructure, or lack of fitness, the reason that 66 per cent of Brits cycle less than once a year, is because of status.

An obsession with social status is hard-wired into our brains. As we have built a society that relies on cars, the bicycle has slipped to the periphery, and gone from being regarded as a sensible mode of transport, to a deviant fringe-dwellers choice.

Even though cycling to work has been shown to be one of the most effective things an individual can do to improve health and longevity, researcher David Horton thinks that there are a set of collective anxieties that are stopping us getting in the saddle. These include not just an unwillingness to be made vulnerable, but fear of being thought of as poor.

A quick look over the North Sea shows that there is an alternative. Danish culture has elevated cycling to the point of reverence, and the social status of cyclists has followed. As we have busied ourselves building infrastructure that testifies to the dominance of the car, Denmark has been creating magnificent architectural features, aimed specifically at bike users. The Cycle Snake, or Cykelslangen, literally suspends the cyclist above the city, metaphorically elevating the cyclist and creating a sense of ceremony.

In doing so, they are subtly persuading people of all backgrounds to see past their prejudices or fears and take it up as the clearly better choice. This means there are more women cycling, more older people cycling, and more ethnic minorities cycling. The activity is less dominated by comfortably middle class white males: there are cyclists from every side of the community.  

The Cykelslangen, under construction in 2014. Image: Ursula Bach and Dissing+Weitling architecture.

Despite abstract motivations like getting ripped and conquering global warming, it is only when the bike path becomes the obviously better choice that people will start to cycle. It can take years of traffic jams before people try an alternative, but if you make motorists jealous of cyclists, then the tables can quickly turn.

Another way that Copenhagen has done this is by taking privileges normally afforded only to the motorcar, and given them to the bike. The city has ensured that cycle routes do not include blind corners or dark tunnels, and that they form a complete, coherent network, and a steadily flowing system – one that allows cyclists to maintain a reasonable pace, and minimises the amount of times you have to put your foot down.

The ‘Green Wave’, for example, is a co-ordinated traffic light system on some of the main thoroughfares of the capital that helps minimise the amount of cycle congestion during peak times. It maintains a steady flow of cycle traffic, so that there is no need to stop at any point.


Small measures of prioritisation like this one increase the sense of safety and consideration that cyclists experience, making it natural for the citizens of a city to act in their own self-interest and get on their bike.

As well as redefining the streets around the bicycle, the Copenhagen Cycle Chic blog positively fetishises cyclists. The tagline “dress for your destination, not your journey” depicts the social fashion life of the cycle lane as a “never ending flow of happy people heading from A to B”. Its writers are  literally making cycling sexy, dispelling the idea that going anywhere by bike is odd, and helping the world to see that the bicycle is actually the ultimate fashion accessory.

So unlike in London, where cycling is still a predominantly male pursuit, Copenhagen sees a more even split between men and women. Not just because they feel safer on the roads, but because culturally they are comfortable with their appearance as part of a highly visible group.

So while our low level of cycling is partly due to our physical infrastructure, it is also due to our cultural attitudes. The mental roadblocks people have towards cycling can be overcome by infrastructure that is not only safe, but also brings old-fashioned notions of dignity and grace into the daily commute.

Of course, office shower facilities might stop cyclists being ostracised, too.