B4.2.1 Street hierarchy
Code: C4.10
A street hierarchy helps to provide an understandable transition between streets. The Street Hierarchy (List 3) sets out the requirements for each street type, and highlights where the design may differ for each area type. It has adopted the relevant design metrics of the West Yorkshire Streets for People Design Check. The Street Hierarchy (List 3) must be adhered to.
Figure 93: Shows a sketch from the National Model Design Code which illustrates a typical neighbourhood street hierarchy
List 3: Street Hierarchy
Industrial Major
These roads serve industrial or commercial developments of up to 20 hectares. For developments exceeding this size, the Design Manual for Roads and Bridges (DMRB) must be followed.
Figure 94: Sketch plan and section showing a potential layout for a major industrial road
Carriageway design:
typical carriageway arrangement and materiality:
a minimum of two running lanes must be provided
asphalt surfacing should be used as standard, with the option for alternative surface materials at crossings, junctions, and gateway features to enhance legibility and character
lay-bys must be included where necessary to accommodate HGV layovers
typical carriageway widths: A minimum carriageway width of 7.3 metres is required, with additional widening on bends or to accommodate right-turn lanes at junctions
minimum centreline radius: 35 metres
Pedestrian and cycle infrastructure:
minimum footway widths: Minimum 2 metre clear width on both sides of carriageway, increasing to 3 metres in areas of high pedestrian activity, such as bus stops
cycleway provision (full design of streets must be based on actual traffic counts):
cycle provision must be segregated or off-street, with a minimum width of 2.2 metres
parallel segregated footways and cycleways are permitted but must have clear delineation and a combined minimum width of 4 metres
crossing provision:
for roads with over 8,000 vehicles per day (vpd), controlled crossings (including zebra crossings) must be provided at suitable intervals based on site specific evidence
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines. It is recommended these crossings are controlled or placed on raised tables to enhance safety
crossings must be signalised where the crossing distance exceeds 15 metres and the speed limit is 30mph or higher
where signalised crossings are provided, it is recommended that pedestrian signals rest on green to minimise waiting times
Traffic management and speed control:
design speed: 25mph
appropriate speed restraints: Curved alignments, textured surface treatments, and full-width speed humps
distance between speed restraint features: 120 metres
minimum forward visibilities:
a minimum 33 metres must be provided
on higher-speed roads, visibility requirements must comply with the Design Manual for Roads and Bridges (DMRB) standards
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions:
a minimum of one space per planned unit must be accommodated
on-street parallel parking for HGVs should be provided within designated bays, interspersed with buildouts
alternatively, a dedicated off-street parking court may be provided to support driver welfare
EV charging integration: Provide on build-outs alongside trees or planting
Public realm and landscaping:
recommended enclosure ratios: N/A
street tree planting and greening opportunities:
regular street trees and low-level planting should be provided along verges where space allows, tree planting and greening should be included in the separation between cyclists and vehicles
the street should have multiple trees with canopies spaced on average less than 15 metres apart
low-level planting should be considered within visibility splays
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions:
grass verges must be provided to separate the carriageway from active travel routes, with a minimum width of 1 metre
planted areas should be at least 2 metres wide
grassed areas must have a minimum size of 10m² to facilitate maintenance
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be: 1 in 20 (5%), absolute maximum: 1 in 12 (8.5%)
around junctions: should be 1 in 40 (25%), absolute maximum: 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, if between 1 in 80 and 1 in 200 then channel blocks are required
vertical alignment (crossfall): should be 1 in 40 (2.5%), absolute maximum of 1 in 25 (4%)
Industrial Minor
These roads primarily serve Class E uses (such as offices (that are not used for financial services), research and development premises and light industrial processes) and are designed for light vehicles, with minimal heavy goods vehicle (HGV) traffic.
Figure 95: Sketch plan and section showing a potential layout for a minor industrial road
Carriageway design:
typical carriageway arrangement and materiality:
a minimum of two running lanes must be provided, with the incorporation of a bus lane where required
asphalt surfacing should be used as standard, with the option for alternative surface materials at crossings, junctions, and gateway features to enhance legibility and character
typical carriageway widths: A minimum carriageway width of 6.75 metres is required, with additional widening on bends or to accommodate right-turn movements at junctions.
minimum centreline radius: 35 metres
Pedestrian and cycle infrastructure:
minimum footway widths: Minimum 2 metre clear width on both sides of carriageway, increasing to 3 metres in areas of high pedestrian activity, such as bus stops
cycleway provision (full design of streets must be based on actual traffic counts):
cycle routes should be segregated wherever possible, particularly on high traffic or HGV routes
on-carriageway provision is acceptable only on streets with low traffic volumes and speeds and should be provided at 1.5 metres, with absolute minimum of 1.2 metres
cycle lane widths should be a minimum of 2.2 metres for one-way routes and 3.5 metres for two-way routes, with absolute minimum widths of 1.5 metres (one-way) and 3 metres (two-way)
design and protection measures must comply with cycle infrastructure design (LTN 1/20) (Department for Transport) Figure 4.1
crossing provision:
for roads with over 8,000 vehicles per day (vpd), controlled crossings (including zebra crossings) must be provided at suitable intervals based on site specific evidence
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines. It is recommended these crossings are controlled or placed on raised tables to enhance safety
crossings must be signalised where the crossing distance exceeds 15 metres and the speed limit is 30mph or higher
where signalised crossings are provided, it is recommended that pedestrian signals rest on green to minimise waiting times
Traffic management and speed control:
design speed: 25mph
appropriate speed restraints: Curved alignments, textured surface treatments, raised intersections, and full-width speed humps
distance between speed restraint features: For most measures, a spacing of 60 to 90 metres is appropriate. On strategic routes, a spacing between 100 metres and 150 metres may be preferable if humps or raised junctions are used
minimum forward visibilities:
50 to 70 metres
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions: On-street, parallel parking as required, in bays broken up by build-outs
EV charging integration: Provide on build-outs alongside trees or planting
Public realm and landscaping:
recommended enclosure ratios: N/A
street tree planting and greening opportunities:
regular street trees and low-level planting should be accommodated along verges. Where space allows, tree planting and greening should be included in the separation between cyclists and vehicles
the street should have multiple trees with canopies spaced on average less than 15 metres apart
low-level planting should be considered within visibility splays.
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions:
grass verges should be a minimum width of 1 metre
planted areas should be at least 2 metres wide
grassed areas must have a minimum size of 10m² to facilitate maintenance
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be: 1 in 20 (5%), absolute maximum: 1 in 12 (8.5%)
around junctions: should be 1 in 40 (25%), absolute maximum: 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, if between 1 in 80 and 1 in 200 then channel blocks are required
vertical alignment (crossfall): should be 1 in 40 (2.5%), absolute maximum of 1 in 25 (4%)
Figure 96: Shows example of industrial minor streets at Calder Park, Wakefield
Figure 97: Shows example of industrial minor streets at Calder Park, Wakefield
Primary Distributor
On the primary distributor network, where maintaining smooth traffic flow is a high priority and drivers typically expect to travel at speeds above 37mph.
These roads are generally A, B, or C classified routes forming part of the Highway Authority’s strategic road network.
Figure 98: Sketch plan and section showing a potential layout for a primary distributor road
Carriageway design:
typical carriageway arrangement and materiality:
a minimum of two running lanes must be provided, with potential to incorporate a bus lane
asphalt surfacing should be used as standard, with the option for alternative surface materials at crossings, junctions, and gateway features to enhance legibility and character
typical carriageway widths:
carriageway widths must comply with the recommendations set out in the Design Manual for Roads and Bridges (DMRB)
the minimum width is 5.5 metres, increasing to 6.75 metres where a two-way bus route is provided
the maximum width should not exceed 6.75 metres
minimum centreline radius: 35 metres
Pedestrian and cycle infrastructure:
minimum footway widths:
minimum 2 to 2.6 metres clear width on both sides of carriageway, increasing to 3 metres in areas of high pedestrian activity, (for example adjacent to schools, bus stops, railway stations) or where footways are shared with cyclists
footways should have good separation from the carriageway
an absolute minimum (at constraints) width of 1.8 metres may be allowed for short narrow sections only
cycleway provision (full design of streets must be based on actual traffic counts):
cycle provision must be segregated or off-street, especially on high-traffic routes
cycle lanes or tracks should ideally be 2.2 metres or wider for one-way routes, and 3.5 metres or wider for two-way routes, with absolute minimum (at constraints) widths of 1.5 metres (one-way) and 3 metres (two-way)
design and protection must comply with cycle infrastructure design (LTN 1/20) (Department for Transport) Figure 4.1
crossing provision:
for roads with over 8,000 vehicles per day (vpd), controlled crossings (including zebra crossings) must be provided at suitable intervals based on site specific evidence
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines. It is recommended these crossings are controlled or placed on raised tables to enhance safety
crossings must be signalised where the crossing distance exceeds 15 metres and the speed limit is 30mph or higher
where signalised crossings are provided, it is recommended that pedestrian signals rest on green to minimise waiting times
Traffic management and speed control:
design speed: Design Manual for Roads and Bridges (DMRB)
appropriate speed restraints: Curved alignments, textured surface treatments, raised intersections, and full-width speed humps
distance between speed restraint features: 120 metres
minimum forward visibilities:
a minimum 33 metres must be provided
on higher-speed roads, visibility requirements must comply with the Design Manual for Roads and Bridges (DMRB) standards
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions:
on-street parallel parking for HGVs should be provided within designated bays, interspersed with build-outs
a minimum of one space per planned unit must be accommodated
alternatively, a dedicated off-street parking court may be provided to support driver welfare
EV charging integration: Provide on build-outs alongside trees or planting
Public realm and landscaping:
recommended enclosure ratios:
1:1 or 1:2 (Urban Area Type (50+dph))
1:4 (Suburban Area Type (40+dph))
street tree planting and greening opportunities:
regular street trees and low-level planting should be provided along verges
where space allows, tree planting and greening should be included in the separation between cyclists and vehicles
the street should have multiple trees with canopies spaced on average less than 15 metres apart
low-level planting should be considered within visibility splays
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions:
grass verges must be provided to separate the carriageway from active travel routes, with a minimum width of 1 metre
planted areas should be at least 2 metres wide
grassed areas must have a minimum size of 10m² to facilitate maintenance
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be 1 in 20 (5%), absolute maximum 1 in 12 (8.5%)
around junctions: should be 1 in 40 (25%), absolute maximum 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, if between 1 in 80 and 1 in 200 then channel blocks are required
vertical alignment (crossfall): should be 1 in 40 (2.5%), absolute maximum of 1 in 25 (4%)
Figure 99: An example of a primary distributor street at Newton Bar, Wakefield
Secondary Main Streets
These streets form the main structural routes within a residential development, providing the transition between the surrounding major roads and the more pedestrian-focused local streets.
Figure 100: Sketch plan and section showing a potential layout for a secondary main street
Carriageway design:
typical carriageway arrangement and materiality:
a minimum of two running lanes must be provided, with potential for passing points where carriageway narrows (below 4.8 metres)
asphalt surfacing should be used as standard, with the option for alternative surface materials at crossings, junctions, and gateway features to enhance legibility and character
typical carriageway widths:
minimum carriageway width is 5.5 metres (increasing to 6.75 metres where a two-way bus route is provided)
the required width depends on factors including traffic type, percentage of large vehicles, bus route designation, and other design considerations such as vehicle tracking
widening should be applied on bends or other locations as necessary to accommodate safe vehicle movements
maximum carriageway width is 6.75 metres
minimum centreline radius: 35 metres
Pedestrian and cycle infrastructure:
minimum footway widths:
minimum 2 metre clear footway width on both sides of the carriageway, increasing to 2.6 metres or more in areas with higher pedestrian activity (such as adjacent to schools, shops, bus stops, railway stations) or where footways are shared with cyclists
cycleway provision (full design of streets must be based on actual traffic counts):
cycle provision should be segregated where possible, particularly on high traffic or HGV routes
on low-traffic, low-speed roads, on-carriageway provision may be acceptable
for mixed-traffic routes, carriageway lane widths must be 3.2 metres or a minimum of 3.9 metres (but not between 3.2 metres and 3.9 metres)
cycle lane widths should be at least 2.2 metres wide for one-way routes and 3.5 metres wide for two-way routes, with absolute minimum (at constraints) widths of 1.5 metre (one-way) and 3 metres (two-way)
all design and protection measures must comply with cycle infrastructure design (LTN 1/20) (Department for Transport) Figure 4.1
crossing provision:
for roads with over 8,000 vehicles per day (vpd), controlled crossings (including zebra crossings) must be provided at suitable intervals based on site specific evidence
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines. It is recommended these crossings are controlled or placed on raised tables to enhance safety.
Traffic management and speed control:
design speed: 20mph
appropriate speed restraints: Carriageway bends, lane narrowing, raised tables at junctions, pinch points, and build-outs
distance between speed restraint features: 60 to 100 metres (dependent on design speed)
minimum forward visibilities:
25 or 33 metres dependent design speed
visibilities significantly above these levels should be avoided to deter excessive speeds
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions:
on plot parking that is to the front of the plot will only be permitted for a maximum of 2 parking spaces and then must be broken up with either a fence or soft landscaping
on-street, parallel parking as required, in bays broken up by build-outs
visitor parking must not be provided within any area that could reasonably be assumed to be allocated to a property
visitor parking must be provided in formal designated bays (minimum 1 bay per 10 properties)
car club parking is also required in a designated bay for every 250 properties
EV charging integration: Provide on build-outs alongside trees or planting
Public realm and landscaping:
recommended enclosure ratios: 1:1 (ideal), 1:3 (minimum)
street tree planting and greening opportunities:
regular street trees and low-level planting should be accommodated in build-outs on the carriageway (between parking)
parklets could be adopted outside shops or other popular areas for pedestrians
low level planting should be considered in visibility splays
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions:
grass verges should be a minimum width of 1 metre
planted areas should be at least 2 metres wide
grassed areas must have a minimum size of 10m² to facilitate maintenance
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be: 1 in 20 (5%), absolute maximum: 1 in 12 (8.5%)
around junctions: should be 1 in 40 (25%), absolute maximum: 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, if between 1 in 80 and 1 in 200 then channel blocks are required
vertical alignment (crossfall): Should be: 1 in 40 (2.5%), absolute maximum of 1 in 25 (4%)
Figure 101: Example of a secondary main street at Snow Hill, Wakefield
Local Residential
These roads run through residential estates and provide access to the majority of homes within the development.
Figure 102: Sketch plan and section showing a potential layout for a local residential street
Carriageway design:
typical carriageway arrangement and materiality:
typically, these roads have one to two lanes with passing points provided where the carriageway narrows below 4.8 metres
asphalt is the standard surfacing material.
cul-de-sacs should be avoided where possible, if absolutely necessary, they must not exceed 200 metres in length
turning facilities are required if a cul-de-sac exceeds 45 metres, with additional turning facilities needed if the length surpasses 100 metres
typical carriageway widths:
minimum carriageway width: 4.8 to 5.5 metres, with variations allowed to respond to built form, vehicle tracking, public spaces, on-street parking, turning from accesses, and widening on bends or other necessary locations
carriageways may be narrowed to a minimum of 3.7 metres between kerb where appropriate
maximum carriageway width: 5.5 metres
minimum centreline radius: 20 metres or based on vehicle tracking requirements
Pedestrian and cycle infrastructure:
minimum footway widths:
minimum 2 metre clear footway width on both sides of the carriageway
hybrid variations (footway on one side only) may be considered only where there are no adjacent properties, pedestrian desire lines on the opposite side or where there is a footpath within 5 metres which runs parallel to the road
cycleway provision (full design of streets must be based on actual traffic counts):
cycle provision may be provided on-carriageway where traffic volumes and speeds are low
for mixed-traffic routes, carriageway lane widths must be 3.2 metres or a minimum of 3.9 metres (but not between 3.2 metres and 3.9 metres)
all design and protection measures must comply with cycle infrastructure design (LTN 1/20) (Department for Transport) Figure 4.1
crossing provision:
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines. It is recommended these crossings are controlled or placed on raised tables to enhance safety
Traffic management and speed control:
design speed: 20mph
appropriate speed restraints: Speed-reducing bends, gateway treatments, carriageway narrowing, absence of road markings, junction speed tables, vertical elements (for example, trees, bollards, street furniture) and horizontal features such as build-outs and pinch points
distance between speed restraint features: 60 metres
minimum forward visibilities:
25 metres
visibilities significantly above this level should be avoided to deter excess speeds
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres.
Parking and EV integration:
appropriate vehicle parking solutions:
on plot / on street as required
on plot parking that is to the front of the plot will only be permitted for a maximum of 2 parking spaces and then must be broken with either a fence or soft landscaping
visitors parking must not be provided within any area that could reasonably be assumed to be allocated to a property
visitor parking must be provided in formal designated bays (minimum 1 bay per 10 properties)
car club parking is also required in a designated bay for every 250 properties
EV charging integration: provide on build-outs alongside trees or planting
Public realm and landscaping:
recommended enclosure ratios: 1:1 (ideal), 1:3 (minimum)
street tree planting and greening opportunities:
regular street trees and low-level planting should be accommodated in build-outs on the carriageway (between parking)
community parklets could be adopted
low level planting should be considered in visibility splays
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions:
grass verges should be a minimum width of 1 metre
planted areas should be at least 2 metres wide
grassed areas must have a minimum size of 10m² to facilitate maintenance
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be: 1 in 20 (5%), absolute maximum: 1 in 12 (8.5%)
around junctions: should be 1 in 40 (25%), absolute maximum: 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, if between 1 in 80 and 1 in 200 then channel blocks are required
vertical alignment (crossfall): Should be 1 in 40 (2.5%), absolute maximum of 1 in 25 (4%)
Shared Surface Streets
These routes are generally provided as shared surface carriageways and must be limited to a maximum length of 45 metres, serving no more than 25 dwellings.
Figure 103: Sketch plan and section showing a potential layout for a shared surface street
Carriageway design:
typical carriageway arrangement and materiality:
typically surfaced with brick or block paving, or asphalt, with a minimum hard margin of 0.6 metres along all edges
a single access point is permitted
typical carriageway widths:
minimum carriageway width: 4.1 metres, with flexibility to adjust based on built form, vehicle tracking, public spaces, on-street or visitor parking, turning movements from accesses, and the need for widening on bends or other
locations to accommodate service vehicles
carriageways may be narrowed to a minimum of 3.7 metres between kerbs where appropriate
minimum centreline radius: The minimum centreline radius must be designed to accommodate the tracking requirements of service vehicles currently in use
Pedestrian and cycle infrastructure:
minimum footway widths: Minimum 2 metres where provided, although shared streets may be adopted on streets where traffic flows are below 100vph (2 way peak hour flow)
cycleway provision (full design of streets must be based on actual traffic counts):
cycle provision may be provided on-carriageway, with all design and protection measures adhering to the cycle infrastructure design (LTN 1/20) (Department for Transport) Figure 4.1
crossing provision:
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines
Traffic management and speed control:
design speed: 10 - 15mph
appropriate speed restraints: for short street lengths, incorporate gateway features, carriageway narrowing, ramps or raised tables, absence of road markings, vertical elements (for example, trees, bollards, street furniture), contrasting textured surfacing, and horizontal features such as build-outs and pinch points
distance between speed restraint features: 30 metres
minimum forward visibilities:
23 metres, visibilities significantly above this level should be avoided to deter excess speeds
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions:
occasional on-street parking, predominantly on plot
visitor parking must be provided in formal designated bays (minimum 1 bay per 4 properties)
on plot parking that is to the front of the plot will only be permitted for a maximum of 2 parking spaces and then must be broken with either a fence or soft landscaping
visitors parking must not be provided within any area that could reasonably be assumed to be allocated to a property
EV charging integration: Provided within formal on street parking places
Public realm and landscaping:
recommended enclosure ratios: 1:0.5 (maximum), 1:1 (ideal) or 1:2 (minimum)
street tree planting and greening opportunities:
street trees should be located on or alongside the carriageway
low level planting should be considered in visibility splays
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions:
grass verges should be a minimum width of 1 metre, or low level landscaping in designated beds should have a minimum 0.6 metres width
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be: 1 in 20 (5%), absolute maximum 1 in 12 (8.5%)
around junctions: should be 1 in 40 (25%), absolute maximum 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, if between 1 in 80 and 1 in 200 then channel blocks are required
vertical alignment (crossfall): Should be 1 in 40 (2.5%), absolute maximum of 1 in 25 (4%)
Figure 104: Shows a suburban shared surface street at Station Road, Normanton
Figure 105: Shows an urban shared surface street at Carnforth Avenue, Wakefield
Private Drives
Private drives are short, shared access routes that provide direct access to individual properties. They must not exceed 25 metres in length and must serve no more than five properties. Where a private drive connects to a Local Residential Street, a continuous footway (Copenhagen crossing) must be provided across the access, standard dropped kerb crossings are not permitted.
Figure 106: Sketch plan and section showing a potential layout for a private drive
Carriageway design:
typical carriageway arrangement and materiality:
private drives must not directly abut other private drives
where adjacent, clear delineation should be provided (such as landscaping) whilst allowing pedestrians access between them
typical carriageway widths:
a minimum width of 5 metres must be provided for at least 5 metres from the junction
beyond this, a minimum width of 3.7 metres must be maintained
minimum centreline radius: The minimum centreline radius must be designed to accommodate the tracking requirements of service vehicles currently in use
Pedestrian and cycle infrastructure:
minimum footway widths:
dedicated footways are not required, but developments must consider and provide for active travel permeability to ensure safe and convenient pedestrian and cyclist movement
cycleway provision (full design of streets must be based on actual traffic counts):
not required but consideration must be given to active travel permeability
crossing provision:
for roads with under 8,000 (vpd), loading and parking bays must be formalised with pedestrian crossing gaps at desire lines
Traffic management and speed control:
design speed: 5mph
appropriate speed restraints: Introduce continuous footways with raised surfaces at junctions with Secondary Roads, supported by vertical elements (for example, trees, bollards, street furniture), contrasting textured surfacing, and horizontal features such as build-outs and pinch points
distance between speed restraint features: On entry
minimum forward visibilities:
25 metres
within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions:
occasional on-street parking, predominantly on plot
visitor parking must be provided in formal designated bays (minimum 1 bay per 4 properties)
EV charging integration: Provided within formal on street parking places
Public realm and landscaping:
recommended enclosure ratios: 1:0.5 (maximum), 1:1 (ideal) or 1:2 (minimum)
street tree planting and greening opportunities:
street trees should be located on or alongside the carriageway
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
verge dimensions: Where two private drives are in close proximity, soft landscaping must be used to delineate the break in the roads
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be 1 in 40 (25%), absolute maximum: 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, gradients less than 1 in 80 must provide permeable surface solutions
vertical alignment (crossfall): Should be 1 in 40 (2.5%)
Specialised Streets
Including but not limited to:
pedestrian zones
event spaces
school streets
heritage streets
byways open to all traffic / restricted byways
public footpaths and public bridleways
Carriageway design:
typical carriageway arrangement and materiality: Carriageway designs will be considered on their individual merits, with clear changes in surface material used to delineate transitions
Pedestrian and cycle infrastructure:
minimum footway widths: Footpaths wider than 1.2 metres must include vehicle mitigation measures to ensure pedestrian safety
Traffic management and speed control:
minimum forward visibilities: Within 1 metre of the rear edge of the footway, any structures or landscaping features, such as walls, fences, or planting, must not exceed a maximum height of 0.8 metres
Parking and EV integration:
appropriate vehicle parking solutions:
on plot / on street as required
maximum of 2 parking spaces which then must be broken up with either a fence or soft landscaping
visitors parking must not be provided within any area that could reasonably be assumed to be allocated to a property
should utilise less intrusive materials to reduce the impact on the surrounding areas established aesthetics
proposed electrical vehicle charging points (EVCPs) will be reviewed on a case by case basis, but a minimum provision of 10% of the total parking provision should be provided where parking is supplied
Public realm and landscaping:
street tree planting and greening opportunities:
rain gardens and attractive planting should be incorporated in all areas with high pedestrian footfall
street trees should be provided to offer shade and shelter from rain
low level planting should be considered in visibility splays
where trees are removed to accommodate works, a tree valuation should be utilised using the Capital Asset Value for Amenity Trees (CAVAT) method to ensure that any tree replacement is adequate and acceptable
Street geometry and alignment:
vertical alignment (longitudinal section gradient):
should be 1 in 40 (25%), absolute maximum 1 in 25 (4%)
minimum gradient for adequate drainage is 1 in 80, gradients less than 1 in 80 must provide permeable surface solutions
vertical alignment (crossfall): Should be 1 in 40 (2.5%)
Figure 107: Shows a specialised street in Wakefield City Centre