Manual for Gloucestershire Streets

Transcription

Manual for Gloucestershire Streets – 4th Edition
Manual for
Gloucestershire
th
Streets (4 Edition)
Published 1 April 2016
20160401 4th Edition V Final
1
Contents
Acknowledgements
Status and Application
Glossary
Relevant Legislation
Foreword
Main Document
Section A: Context and Process
1 – Introduction
2 – Streets in Context
3 – The Design Process – from policy to implementation

Stage 1 – Policy Review

Stage 2 – Objective Setting

Stage 3 – Design

Stage 4 – Planning Application

Stage 5 – Implementation

Stage 6 – Monitoring
4 – Standing Advice
Section B: Design Principles
5 – Layout and Connectivity

Disability Discrimination

Crime Prevention

Street Character Types

Road Character Types
2
6 – Quality Places

Reducing Clutter

Planting

Waste and recycling collection
Section C: Detailed Design Guidance
7 – Street User’s Needs

Pedestrians

Public Rights of Way

Cyclists

Public Transport

Service Vehicles

Emergency Vehicles
8 – Street Geometry

Street Dimensions

Frontage Access

Turning Areas
9 – Parking

Car Parking

HGV Parking

Cycle Parking

Motorcycle Parking

Coach Parking

Visitor Parking
10 – Traffic Management Systems

Traffic Signals

Variable Message Signs
3

Traffic Signs

Road Markings

Street Furniture

Tactile Paving Surfaces
11 – Street Lighting
12 – Carriageway Construction Standards

Materials and Construction
13 – Highway Structures
14 – Landscaping
15 – Drainage
16 – Services and Utilities
17 – Legal Processes and Adoption Process

Advanced Payment Code

Adoption of New Roads (Section 38 Agreements)

Highway Works Agreements
References
Revision Table
4
Appendices
A–
Contact Details
B–
Gloucestershire Highway Network
C–
Standing Advice
D–
Transportation Assessments
E–
Travel Plans
F–
Guidance for Road Safety Audits
G–
Standard Agreements
H–
Planning Obligation (sc106) Bonding Policy
I–
Highway Agreement Submission Packages (Planning Obligations, Highway Works,
Permissions and Licences)
J–
Schedule of Fees and Charges
K–
Bus Stop Specification
L–
Cycle Facility Guidance
M–
Traffic Signals – Developer Pack
N–
Detailed Design Drawings
O–
Enhanced Materials Policy and Commuted Sums for Enhanced Materials
P-
Street Lighting Drawings
5
Acknowledgements
Thanks are due to the following officers who have contributed to the revision of this document:
Gloucestershire County Council:
Chris Baynham, Michael Glaze, Jamie Mattock, Ken Pitt, Mark Power, Neil Troughton and
Claire Tyson,
Thanks are also due to those people and organisations who provided useful comments during
the consultation process that have assisted with the publication of this revised document:
Status and Application
Manual for Gloucestershire Streets [MfGS] sets out the principles that Gloucestershire County
Council will apply to the design and construction of transport infrastructure associated with new
development. MfGS replaces the policies and guidance contained within the previous
Gloucestershire highways design guidance entitled 'Highway Requirements for Development',
which was published in April 1999.
MfGS is not intended to duplicate national guidance documents such as Manual for Streets,
Manual for Streets 2, or the Design Guide for Roads and Bridges. Where appropriate, reference
will be made to these, and other, guidance documents, but their content will not be replicated
within MfGS.
MfGS will be reviewed at regular intervals to ensure that it accurately reflects current guidance
and policies, and to take account of continuing feedback and changes in working practices. We
welcome any feedback you may have, including alerting us to any perceived omissions or
errors, and a feedback form for that purpose can be found on the website.
As MfGS is a live document, and to take account of the potential for regular updates, users of
the guidance should ensure that they are using the most up to date version. To assist with this,
MfGS will only be available in electronic format from the Council website
(www.gloucestershire.gov.uk) and users are advised to always check with the website prior to
use to ensure that they have the latest version.
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Glossary
Advanced Payments Code (APC) – a legal requirement under Sections 219 – 225 of the
Highways Act 1980, the APC is a requirement for security (generally in the form of a Bond or a
cash payment) to protect purchasers of property within a development from having to fund the
completion of development roads and footpaths to adoptable standard in the event that a
Developer fails to complete these works. APC applies to all residential or commercial
developments as soon as a Developer receives Building Regulations Approval or an Initial
Notice is issued.
Area of Outstanding Natural Beauty – a statutory designation that can be applied to an area
deemed to be of national significance due to its landscape value. Three AONB’s have been
designated within Gloucestershire, these being the Cotswolds, Malvern Hills, and Wye Valley.
Community Infrastructure Levy (CIL) – a mechanism whereby a LPA, in partnership with the
LHA and others, identifies the overall infrastructure needs for an area arising from existing and
future demands, and apportions the cost of providing new or improved infrastructure to meet
future demand across those developments that will generate that additional demand. None of
the LPA’s within Gloucestershire have yet adopted a CIL scheme.
Conservation Area – a statutory designation that can be applied to an area within a town or
village that is of special importance due to the grouping of historic buildings within a particular
setting.
Cycle Facility Guidelines – Guidelines produced by the Council aimed at influencing the
decision of those stakeholders involved in the promotion and provision of facilities and services
for cyclists.
Design Manual for Roads and Bridges (DMRB) – a series of documents setting out best practice
design principles to be applied to the design of strategic roads. Within Gloucestershire, DMRB
would generally be applied to “A” and “B” Class roads and heavily trafficked or high speed
unclassified roads.
Developer – for the purposes of this document, the term Developer is used to refer to any
person or organisation proposing to undertake development, considering submitting a planning
application, or implementing the development for which a planning approval has been obtained.
Development Plan – Adopted Local Plans and Neighbourhood Plans.
Gloucestershire County Council – the Local Highway Authority and Local Transport Authority
with statutory duties under various legislation for the management of the local transport network
and for ensuring the safety of the public when using the network.
Gloucestershire Road Safety Partnership – a partnership between Gloucestershire
Constabulary and the Council to deliver a road safety service to both organisations and to the
residents of Gloucestershire.
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Good Practice Guidance: Delivering Travel Plans Through the Planning Process – published in
2009 jointly by the Department for Transport and the Department for Communities and Local
Government, this document sets out best practice guidance on the preparation and
implementation of Travel Plans through the planning process.
Highways Agency (HA) – the Government Agency responsible for the management of the Trunk
Road Network, which in Gloucestershire comprises the M5 and M50 motorways, and sections of
the A40, A46, and A417 / A419.
Highways & Biodiversity Guidance for Gloucestershire – the Council’s guidance on the
management and promotion of ecological biodiversity within the context of the highway network
http://www.gloucestershire.gov.uk/extra/article/109520/Biodiversity-and-Highways
Local Highway Authority (LHA) – the Local Authority with statutory responsibility for the
management of the local highway network including the discharge of duties set out in the
Highways Act 1980, the Traffic Management Act 2004 and other highways related legislation.
Within Gloucestershire, Gloucestershire County Council is the LHA.
Local Planning Authority (LPA) – the Local Authority with statutory responsibility for the
management of the planning process including the determination of planning applications
submitted for new development. Within Gloucestershire, there are seven local authorities that
are LPA’s, these being the six District Councils (Cheltenham Borough, Cotswold District,
Forest of Dean District, Gloucester City, Stroud District and Tewkesbury Borough) and,
for some types of planning application, Gloucestershire County Council.
Local Transport Plan (LTP) – a document produced by the LHA setting out Gloucestershire’s
transport strategy. This is a statutory requirement under the Local Transport Act 2000. The
current LTP was adopted by the Council in March 2011 and came into force from 1st April 2011.
The LTP can be viewed at www.gloucestershire.gov.uk/ltp3.
Local Plan - the plan for the future development of the local area, drawn up by the LPA in
consultation with the community. The currently adopted and emerging Local Plans can be
viewed at the respective District Council’s websites.
Manual for Streets 1 and 2 (MfS 1 / 2) – a pair of documents published in 2007 and 2009
respectively that set out best practice design principles to be applied to the design or new and
improved transport infrastructure, focussed on urban streets and lightly trafficked routes.
National Planning Policy Framework – the Government’s planning policies for England and how
these are expected to be applied. Replacement of PPS1, PPS3, PPS4, PPS7, PPG13 and
Circular 05/2005 (amongst others).
Neighbourhood Forum – a forum permitted under the Planning and Compulsory Purchase Act
2004 to produce a Neighbourhood Plan
Neighbourhood Plan – a plan prepared by a Parish Council or Neighbourhood Forum for a
particular neighbourhood area in accordance with the Local Plan
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Network Rail – company responsible for the management of the rail network including railway
lines, stations and associated infrastructure.
Parish Council - permitted under the Planning and Compulsory Purchase Act 2004 to produce a
Neighbourhood Plan
Road Safety Audit – Local guidance setting out best practice approach to undertaking safety
audits for new or altered highway infrastructure.
Section 106 Agreement – an Agreement entered into by the LPA and / or the LHA with a land
owner and / or Developer that sets out the obligations upon the parties in relation to a
development that has secured planning permission. The obligations could involve physical
works or financial contributions depending upon the nature of the development and the
associated measures required to make that development acceptable to the LPA and LHA.
Section 38 Agreement – an Agreement entered into by the LHA with a land owner and / or
Developer that sets out the obligations in relation to the adoption of highway and transport
infrastructure resulting in the LHA taking on future management responsibilities for the
infrastructure.
Sustainable Drainage Systems (SuDS) – drainage systems that are designed to minimise the
amount of water that leaves the area being drained through a range of techniques designed to
retain water within a development site, including sufficient storage capacity through the use of
balancing ponds and wetland areas to reduce the impact of flooding.
Unilateral Undertaking – a commitment by a land owner and / or Developer to meet specific
obligations in relation to a development that has secured planning permission. As with a
Section 106 Agreement, these obligations could involve physical works or financial contributions
depending upon the nature of the development and the associated measures required to make
that development acceptable to the LPA and LHA. A Unilateral Undertaking would not
necessarily be agreed, formally or informally, by all parties.
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Legislation
Community Infrastructure Levy Regulations (2010) – sets out the current legislative process for
a Local Planning Authority to apply a charge on development
Construction (Design and Management) Regulations (2007) – Government regulations setting
out requirements for the management of construction works from design phase through to
completion. The Regulations apply equally to Local Authorities and Developers / Contractors
and can be viewed at www.legislation.gov.uk/uksi/2007/320/introduction/made.
Crime and Disorder Act (1998) – requires local authorities and police forces to work together
with other agencies and the local community to develop and implement strategies to reduce
crime and disorder.
Flood and Water Management Act (2010) – sets out the statutory duties placed on public
authorities and Water Companies in relation to the management of flood water and drainage
systems. Under this Act, the Council is designated as a Lead Local Flood Authority, and has
duties relating to the management of surface water.
Highways Act 1980 – sets out the statutory duties placed on Highway Authorities in relation to
the management of the highway network, including Sections 37, 38 and 278 relating to highway
adoption and the granting of permission for others to undertake works within the public highway.
New Roads and Street Works Act 1991 – sets out the legislative framework relating to the
management of works within the highway undertaken by local authorities, utility companies and
third parties such as developers.
Town and Country Planning Act 1990 – sets out the current legislative framework for the
planning system, including the requirements in relation to the imposition of planning conditions
and obligations (Section 106 Agreements) related to the award of planning permission for a new
development.
Traffic Management Act (2004) – imposes a duty upon Local Highway Authorities to ensure the
expeditious movement of traffic on the local road network.
Water Industry Act (1991) – sets out the legislative framework for the water industry, including
the mechanism for the adoption of drainage systems under Section 104 Agreements.
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Foreword
Councillor
Lead Cabinet Member for
11
Section A: Context and Process
1
Introduction
Aims of the Manual
1.1
Manual for Gloucestershire Streets (MfGS) provides guidance to developers, their
consultants and design engineers, Local Planning Authorities, Parish and Town Councils
and the public on how new development within Gloucestershire can contribute towards
the provision of a safe and sustainable transport network within the County.
1.2
MfGS seeks to reflect the advice given in national design guidance, such as Manual for
Streets, Manual for Streets 2, and the Design Manual for Roads and Bridges, as well as
a wide range of best practice documents covering different aspects of the transport
system. MfGS also seeks to strike the right balance between allowing the designer the
flexibility needed to create distinctive high quality developments, whilst also ensuring
that layouts stand the test of time and are cost-effective to maintain.
Using This Manual
1.3
MfGS is a web-based document, and no hard copies will be published. This format will
make it easier for sections of MfGS to be updated as and when a local or national policy
change, or new best practice guidance, is published.
1.4
Users of MfGS are therefore advised not to print out their own hard copies, but to
always refer to the Council’s website to ensure that they are using the most up to
date version of the document.
Promoting Joint Working
1.5
Manual for Streets reinforces the message that the route to successful development is
through a coordinated design process. The Council advocates this approach and
supports the establishment of development teams to promote joint working whereby all
necessary stakeholders can be involved at an early stage. Therefore, the Council
encourages developers, designers and the other local authorities in Gloucestershire to
involve the Council at the earliest opportunity in discussions about any new development
proposal.
Gloucestershire County Council
1.6
Within Gloucestershire, Gloucestershire County Council is the Local Highway
Authority charged with fulfilling the statutory duties as set out in the Highways
Act 1980, Traffic Management Act 2004 and other relevant legislation.
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1.7
The Highways Development Management (HDM) Team is responsible for coordinating the Highway Authority’s response to consultations received on planning
applications and new development proposals in respect to highways and transport
issues. Contact details for the HDM Team are contained within the contacts list in
Appendix A of this document.
Management of the Transport Network
1.8
1.9
The Council, as Local Highway Authority (LHA), is responsible for the management of
the following elements of the transport network:

All public highways with the exception of the Trunk Road network, which is
managed by the Highways Agency (see below).

Public Rights of Way.

On-street car parking.

Some public off-street car parking (where associated with Council-run facilities
such as Country Parks).

Some bus services.

Community Transport schemes.
Table 1.1 below shows those elements of the transport network that the Council is not
responsible for, and identifies those authorities, agencies and companies who operate or
manage them.
Table 1.1: Transport Network Management
Element of the Transport Network
Responsible Body
Trunk Road Network (M5 and M50 motorways,
sections of the A40, A46, A417 and A419)
Highways Agency
Rail Network
Network Rail
Railway Stations and Services
Train Operating Companies (First Great Western,
Arrive Trains Wales, Arriva Cross Country)
Bus services (commercial)
Bus Companies (Stagecoach, Bennett’s, Marchants,
and numerous others)
Bus Stations and Bus Stops
District, Parish and Town Councils, Bus Companies
National Cycle Network
Sustrans
Off-street Car Parks
District Councils
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2
Streets in Context
Street or Road/Place and Movement
2.1
In addition to allowing people and goods to travel from one location to another, the
transport network can cater for a wide range of activities. Whilst on parts of the network,
such as the rail network and motorways, travel is the main activity, on other parts,
notably the Local Highway Network, a range of activities can be expected and travel will
involve several different modes of transport. A typical street will be used by a mixture of
people on foot or cycling, and a range of vehicles from motorcycles to lorries. The street
will also be the location for a range of other social and economic activities, such as
markets, demonstrations, eating and drinking, and sightseeing. The mix and range of
uses will, of course, vary according to the locality, with Westgate Street in Gloucester or
The Promenade in Cheltenham being used for a wider range of activity than an average
residential street.
2.2
When designing new street layouts, or proposing significant changes to existing streets,
the likely mix of users and activities needs to be considered, and any specific priorities
relating to the function of the street identified. For example, the Traffic Management
Act 2004 places a duty on the Local Highway Authority (LHA) to manage its road
network with a view to achieving a number of objectives, including securing the
expeditious movement of traffic on the road network. In fulfilling this duty, the LHA will
need to adopt specific policies or objectives in relation to different roads or classes of
road in their local road network.
2.3
Traffic comprises all types of road user. There is nothing in the Traffic Management Act
2004 to suggest that the emphasis in performing that duty should only be on the
expeditious movement of motorised traffic, but clearly there are situations where the
need for motor vehicles to travel relatively easily and with as little delay as possible is
important if the County is to function effectively. There may be occasions where, having
considered the user hierarchy in the manner set out at Table 3.2 of Manual for Streets,
it is necessary to give greater emphasis on 'movement' than would normally be the case.
2.4
Therefore, whilst the principles set out in Manual for Streets to setting road hierarchies
and prioritising amongst road users will generally be applied within Gloucestershire,
there will be some circumstances where other priorities relating to the duties set out in
the Traffic Management Act will take precedence. Examples will include giving priority to
the movement of traffic in the most efficient manner on those routes, such as the
Gloucester South West Bypass, identified as part of the Principal Route Network. The
map included in Appendix B of this document shows the PRN and route hierarchy for the
Gloucestershire network.
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A Hierarchy of Streets and Roads
2.5
The Council supports innovative and attractive development within Gloucestershire. The
NPPF states that developments should establish a strong sense of place, using
streetscapes to create attractive and comfortable places to live, work and visit. Whilst
MfGS sets out the broad design principles, the Council will engage with developers who
wish to try something different, as long as it can be demonstrated that what is proposed
will result in a safe and sustainable transport system being inherited by the local
community. In particular, when proposing innovative designs that are out of the scope of
MfGS a Developer will need to demonstrate that they will promote the safety of all road
users. If a Developer were to propose the use of enhanced materials they will need to
demonstrate that such use will be financially sustainable in the long term. It is
recommended that early consultation with the Council takes place with regard to
innovative layouts, and that these principles are established at pre-application stage to
avoid prolonged discussion later in the planning process.
2.6
Taken together, Manual for Streets 1 and 2 (MfS1 / MfS2) and the DMRB give a
framework for the design of new transport infrastructure, but it is the Council’s role as
Local Highway Authority to determine which design guidance best fits a specific location
on the highway network, although in general schemes affecting the A and B Road
network outside urban areas will require DMRB to be used. This responsibility will
require a judgement to be made balancing statutory requirements placed upon the
Council against the guidance that is in place. MfS1 (paragraph 1.4.5) strongly
recommends "that local authorities review their standards and guidance to
embraces the principle of MfS". This implies that MfS1 is not a national standard to be
forced on local authorities, but rather that each authority should review its standards and
guidance to take account of MfS. Gloucestershire County Council has undertaken such
a review in the preparation of this guidance.
2.7
MfS2 stresses that a street may be made up of a number of sections with different
functions and character, and so the design principles will also differ depending on the
character of each part of a highway. There are many variables involved and it would be
inappropriate to have fixed requirements based on pre-conceived street character types.
It should also be recognised that the majority of Gloucestershire’s highway network is
historic in nature, and the layout can differ significantly over relatively short sections of
road. Therefore, the design of the road layout within a new development will need to pay
due regard to the historic street pattern that the development is connecting to. It may be
inappropriate for example, to have wider roads provided in a development when those
roads are connecting to narrow streets, as this could send inconsistent messages to
drivers or other road users. As a starting point, MfGS includes a hierarchy of roads and
streets that can be used to inform the design process for the more specific aspects of
design covered in Parts B and C of this document. This hierarchy needs to be placed in
the context of the historic road environment. Further guidance on each of these can be
found later in the document.
15
3
The Design Process - from policy to implementation
Introduction
3.1
This section of MfGS sets out the various stages of the planning process, and the key
consideration in relation to the highways and transport issues arising from new
development. This process is set out in Figure 3.1.
Figure 3.1 – The Design Process
STAGE ONE
POLICY REVIEW
STAGE TWO
OBJECTIVE SETTING
STAGE THREE
PRE-APPLICATION
STAGE FOUR
PLANNING APPLICATION
STAGE FIVE
IMPLEMENTATION
STAGE SIX
MONITORING
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Stage 1: Policy Review
3.2
There are a number of key documents that can inform the design process and, if the
policies and processes outlined in these are followed, their use should help to prevent
modifications to a scheme being required at a later stage.
National Planning Policy Framework (NPPF)
3.3
The guidance can be obtained from the Department for Communities and Local
Government
(http://www.communities.gov.uk/publications/planningandbuilding/nppf)
Developers are recommended to consult this website to ensure that when preparing
proposals for new development, they are using the most up to date Government
guidance.
Local Plans
3.4
The Local Planning Authority is responsible for setting out the local planning policies
within a Local Plan..
3.5
Each of the LPAs will be required to adopt new Local Plans in accordance with the
requirements of the NPPF. Developers should consult the relevant District Council
website to obtain the latest position in relation to the Local Plan process.
3.6
Site-specific policies in the Local Plans may already set out a policy framework for the
development of a specific site, including transport policies and proposals that are
applicable to that site..
3.7
Gloucestershire County Council, as LHA, provides input on transport issues to the Local
Plan process within each District, and therefore the transport policies contained within
each Local Plan will generally be aligned with the Council’s adopted transport strategy.
However, Developers are advised to ensure that development proposals also accord
with the Council’s transport strategy, as set out in the Local Transport Plan.
Neighbourhood Plans
3.8
A Parish Council or Neighbourhood Forum may have also prepared a Neighbourhood
Plan. These plans set out planning policies to determine decisions on planning
applications and can grant planning permission through Neighbourhood Development
Orders and Community Right to Build Orders for specific development which complies
with the Order. Neighbourhood Plans must be in general conformity with the strategic
policies of the Local Plan and once brought into force, the Neighbourhood Plan policies
will take precedence over existing non-strategic policies in the Local Plan.
Local Transport Plan
3.9
Gloucestershire’s Local Transport Plan (LTP3) provides the vision and policy context for
local transport from April 2011 through to March 2031. LTP3 was adopted by
17
Gloucestershire County Council at a meeting of full Council in March 2011 and therefore
it should be used as material consideration in planning applications and appeals. LTP3
and its supporting documents can be viewed on the Council’s website.
3.10
The overall LTP vision is to secure the provision of a safe and sustainable transport
system. In this context, safe means a transport network that people feel safe using
whatever their mode of travel, and one that is designed so that where accidents do
happen the risk of casualties resulting is minimised. Sustainable means a network that
is designed to contribute towards the reduction in carbon and other vehicle emissions,
whilst also being financially affordable to operate within the constraints of public sector
finances.
3.11
Underlying this vision, the LTP sets out the following objectives:




A greener, healthier Gloucestershire.
Sustainable economic growth.
A safer, securer transport system.
Good access to services.
3.12
The LTP will have identified suitable improvements to the transport network that cost
effectively limit the significant impacts of new development that generate significant
amounts of movement. Although the LTP3 assumed that significant development would
occur in those locations identified as Areas of Search in the draft Regional Spatial
Strategy, many of the improvements (especially in respect of sustainable transport
modes) would equally apply to most developments. It is expected that contributions
towards the costs of the improvements to the transport network that are required to limit
the significant impacts of new development, will be secured.
3.13
MfGS forms part of the suite of documents that come under LTP3, as well as being
adopted in its own right. LTP3 will be reviewed in 2013/14 and 2018/19 to take account
of changes to the Development Plan and national planning guidance.
3.14
Figure 3.2 illustrates the suite of policy and strategy documents relating to highways and
transport that apply within Gloucestershire, and the place of MfGS within this hierarchy.
3.15
Developer’s should also be aware of the other supporting documents to LTP3, including
the Transport Asset Management Plan and the Rights of Way and Countryside Access
Improvement Plan, as these will contain policies and processes that may be applicable
to a proposed development. These documents can be found on the Council’s website.
18
Figure 3.2:
Gloucestershire County Council Policy Hierarchy
CORPORATE STRATEGY
GCC Corporate Objectives
LOCAL TRANSPORT PLAN
GCC Transport Strategy
OPERATIONAL STRATEGIES:
MANUAL FOR GLOUCESTERSHIRE STREETS
TRANSPORT ASSET MANAGEMENT PLAN
RIGHTS OF WAY AND COUNTRYSIDE ACCESS IMPROVEMENT PLAN
DETAILED POLICY DOCUMENTS:
E.G.: TRAVEL PLAN GUIDANCE / ENHANCED MATERIALS /
COMMUTED SUMS / HIGHWAY MAINTENANCE STANDARDS
19
Stage 2: Objective Setting
3.16
The Council will seek to ensure that, where practical to do so, all development within
Gloucestershire can: Accommodate the efficient delivery of goods and supplies;
 Give priority to pedestrians and cycle movements, and have access to
high quality public transport facilities;
 Create safe and secure layouts which minimise conflicts between traffic
and cyclists and pedestrians, avoiding street clutter and, where
appropriate, establishing Home Zones;
 Incorporate facilities for charging plug-in and other ultra low emission
vehicles; and
 Consider the needs of people with disabilities by all modes of transport.
3.17
All development that generates significant amounts of movements should also: Be supported by a Transport Statement or Transport Assessment;
 Take up the opportunities for sustainable transport modes;
 Provide safe and suitable access to the site for all people;
 Improve the transport network to cost effectively limit the significant
impact of the development;
 Where possible, locate the development where the need to travel is
minimised and the use of sustainable transport modes are maximised;
 Provide a mix of uses to provide opportunities to undertake day to day
activities, including employment, retail and education;
 Be supported by a Non Motorised Users Context Report, identifying the
scheme objectives for non motorised users;
 Be supported by a stage F Road Safety Audit, where the new access
involves any type of junction more complex than a standard priority T
junction.
Other objectives might include, for example, sustainability, design quality, place function,
vitality and viability.
20
Stage 3: Design
Context Appraisal
When existing streets are being redesigned, it is very important to have a detailed
understanding of how they sit within an urban area….. There is a need to identify
opportunities to repair incomplete or poor quality connections. [MfS1 para. 3.6.4].
3.18
The NPPF and MfS place great emphasis on the benefits derived from good design and
the effective context appraisal, relating a new development to the existing infrastructure.
It is recommended that this process is conducted at the earliest possible opportunity,
prior to developing a movement framework (explained in further detail in Section 3.6 of
MfS1). Consideration should be given to connecting developments to existing links and
possibly upgrading existing footpaths. Cul-de-sacs should be avoided because they
tend to result in poor connectivity and do not assist with place-finding. This approach
aims to improve the potential connectivity of a new development with the existing locale.
Other contextual elements might include, for example, place, landscape, built
environment, use and heritage.
Connectivity and Accessibility
3.19
The accessibility of a development that generates significant amounts of movement is a
key contributor to whether or not it is likely to be sustainable and meet the Promoting
Sustainable Transport policies of the NPPF. It is desirable that such developments are
located so as to be easily accessible by other modes of travel. Journeys on foot
comprise an element of almost all journeys; even the most hardened car user has to
walk from the parking place to their destination. Public transport provides the most
viable option for longer journeys. The emphasis in Gloucestershire tends to be on bus
rather than rail services due to the limited number of rail routes and stations in the
County. However, for such developments in communities with a rail station, rail can
provide an attractive option for travel both within Gloucestershire and further afield. The
bicycle provides another alternative to the private car and over any given time can make
a development accessible to a wider area than by walking.
3.20
A fundamental principle of development that generates significant amounts of movement
in planning terms is for it to be located in the right place, allowing people to easily access
the services that they need for day to day life, such as employment, education and
shops. To ensure inclusivity good accessibility should be possible by non-car modes.
The concentration of large-scale development in existing built-up areas can result in
linked trips, where people can visit several places in one journey, and it is in the larger
urban areas where improvements to infrastructure that will benefit users of development
21
in the future are likely to take place. Consideration will also be given as to whether other
facilities being promoted as part of a development will improve access to services for
residents of existing development. .
3.21
Detailed guidance on measuring accessibility is limited. MfS states at paragraph 4.4.1
that "Walkable neighbourhoods are typically characterised by having a range of
facilities within 10 minutes (up to about 800m) walking distance of residential
areas". The Guidelines for Providing for Journeys on Foot (2000) issued by The
Institution of Highways & Transportation suggests the following acceptable walking
distances:Town Centre
Commuting/School
Sight-seeing
Elsewhere
Desirable
200m
500m
400m
Acceptable
400m
1000m
800m
Preferred
Maximum
800m
2000m
1200m
The Guidelines also recognise the greater difficulty for elderly and disabled people in
walking. Gloucestershire has a high level of elderly which have
3.22
When measuring walking and cycling distances, these should be measured along routes
that are safe for such use, with the use of simple circular isochrones based on the
location of a development being unacceptable. There may be significant barriers to
walking or cycling, such as a major road, railway or river that will mean that a walking
route from the development to a specific facility is in reality longer than the “crow flies”
straight line that the use of circular isochrones implies. Measurements should also not
be taken from the nearest part of the development to a particular facility, but from the
centre of the development (to get the average distance) and from the furthest part of the
development from a particular facility (to get the maximum distance).
3.23
Accessibility mapping is available for the full County based on the Accession software
developed for the Department for Transport. This allows the relative access of services
to be established for a particular development proposal, and will be used to assist the
Council in responding to developers and Local Planning Authorities on the acceptability,
in accessibility terms, of specific proposals. Developers are encouraged to make use of
accessibility mapping when presenting the case for their proposal and for the impact of
any mitigation package that is being proposed in support of a proposal.
The Quality of Routes
3.24
The characteristics of the routes to be used by pedestrians and cyclists will also have a
bearing on the potential for users of a development to use those modes of travel, and
thus also public transport. Paragraph 6.3.1 of MfS1 states "A 20-minute walk
22
alongside a busy highway can seem endless, yet in a rich and stimulating street,
such as in a town centre, it can pass without noticing".
3.25
Walking alongside a busy main road can be unattractive and inhospitable, especially
where pedestrians have to use a narrow footway immediately alongside a carriageway
used by large vehicles. Main roads are also rather unpleasant and hazardous for
cyclists, especially if motor vehicle speeds are perceived as high. Conversely,
pedestrian and cycle routes away from carriageways used by motor vehicles can be
perceived as poor in terms of personal security. The gradient, and the existence or not
of street lighting and natural surveillance, are other factors that can have a significant
influence on the success of such routes in terms of encouraging modes of travel other
than the car. These factors need to be taken into account when designing the walking
and cycling routes linking a development to the nearest community facilities.
Mechanisms to Improve Accessibility - Planning Conditions or Obligations
3.26
If the transport network can be cost effectively improved to limit the significant impacts of
a development, the Council will give consideration to recommending that a planning
condition is attached to the planning permission to secure works being carried out on the
public highway or other land in the applicant's control.
3.27
Planning obligations will only be sought where it is not possible to address unacceptable
impacts through a planning condition, for example to secure a financial contribution to
works or services, or to secure the successful implementation of a Travel Plan. Whether
dealt with by a condition or obligation it will be imperative that those works or services
are capable of being delivered within the life of the planning permission. Sometimes no
amount of work will make a sufficient difference, and/or the cost of works needed could
not be delivered by the value of the development. Further information on Planning
Conditions and on Planning Obligations can be found later in this document
Outline/Detailed Master Plans
3.28
Master planning is also an essential element of designing larger developments in
particular and provides an opportunity to ensure that critical connections to existing
development and the surrounding area are given due consideration at an early stage of
the process. Table 3.2 of MfS, reproduced below, gives the user hierarchy order that
should be followed in the design and assessment of all development proposals, and it is
essential for that to be considered at an early stage on larger developments if
connections for pedestrians and cyclists, and routes for buses, service and emergency
vehicles, are to be given priority over other motorised traffic. It is of course equally
important, particularly on larger developments built in separate phases, that key parts of
the infrastructure are in place for all occupants and/or users of a particular phase to use
without having to wait for other phases to be completed.
23
Table 3.2 – User Hierarchy (from Manual for Streets)
Consider First
Pedestrian
Cyclist
Public Transport Users
Specialist Service Vehicles (Emergency Services, Waste etc.)
Consider Last
3.29
Other motor traffic
For larger schemes, an outline master plan should be drawn up showing existing
infrastructure and identifying key routes needed through the site to provide the safest
and most attractive pedestrian links to existing (and proposed) facilities and bus stops.
For smaller schemes, a detailed master plan may suffice, and for any scheme this
should address those matters listed at paragraph 3.6.27 of MfS1, which include
connections to the surrounding area and through the site, street layout and dimensions,
building lines/heights, routes for utilities, servicing and access for emergency vehicles
and details of the Sustainable Drainage System and sewer routes.
Integrated Street Design - a streamlined approach
3.30
MfS advocates a co-ordinated approach to the design of new developments. Previous
experience has shown that on those developments where the relevant planning and
highway authorities have been involved from an early stage, the proposals will progress
efficiently through the planning and design stages and will ultimately result in a high
quality development. Where possible, other infrastructure providers such as statutory
undertakers should be involved in such discussions to ensure that requirements in
relation to service pipes, drainage and other infrastructure are built into the master plan.
Pre-application engagement and front loading
3.31
Early engagement has the significant potential to improve the efficiency and
effectiveness of the planning application system for all parties. Prior to submission of a
planning application a Developer is encouraged to take up the pre-application service we
offer. The Developer should have regard to the need to encourage joint working, and
may wish to involve the LPA as well as other stakeholders. It is easier if both the LPA
and the LHA are involved in pre-application discussions. The Developer is also strongly
advised to engage with the local community as early as possible through the Parish and
Town Council.
24
3.32
To seek pre-application advice, a submission should be made to the Council’s HDM
Team including the following:






a location plan at 1:1250 scale;
a completed pre-application appraisal form
a layout plan at 1:500 scale (showing proposed access width, junction radii,
visibility splays and parking and manoeuvring areas);
any existing uses on the site and their traffic generation;
size of the proposed development (number of dwellings and/or gross floor area of
commercial buildings);
the intended Use Class(es) of the development; and
relevant planning history.
3.33
Highway and transport advice will be based on the information supplied at the time and
the Council reserves the right to change its advice at the planning application stage if
material changes are made to the proposed development or if additional information is
supplied which was not available at the time pre-application advice was given.
3.34
The Council will aim to give a written response within 21 calendar days of receiving a
pre-application enquiry if all of the required information is included with the submission.
It should be noted that currently there is no charge made for the provision of preapplication advice by the Council. It is recognised that some Local Planning Authorities
do charge, and the position is periodically reviewed.
Design Codes
3.35
Preparing Design Codes: A Practice Manual explains some of the general background
and philosophy behind Design Codes. This guidance suggests that Design Codes are
necessary for larger developments and in those cases the production of the Design
Code can be tailored to the unique circumstances applicable to the site. However, the
guidance also acknowledges the influence that highways policy and standards has on
design codes and recommends that design codes be adopted for highway purposes.
With this in mind, MfGS contains different street and road character types that are
effectively a design code, albeit one that deals only with those matters relevant to the
LHA. Nevertheless, there is no reason why this should not be incorporated into either a
full design code for a larger development or used to guide the design of smaller
developments across the County.
Quality Audits
3.36
At the present time the Council does not intend to introduce guidance relating to the
Quality Auditing process outlined in Section 3.7 of MfS1. Currently, the Council does not
require a Quality Audit in support of a planning application.
25
Non Motorised Users (NMU) Context Report
3.37
On larger development sites, the County Council will require background information of
relevance to non motorised users of the highway (pedestrians, cyclists and horse riders)
to be collated and presented in a NMU Context Report in support of a planning
application.
3.38
The NMU Context Report should identify the development objectives for non motorised
users and consider the implications of the development on NMU accessibility, safety,
comfort and convenience. While issues of both road safety and personal safety for
NMUs should be included within Report, these should be balanced against consideration
of all elements likely to affect NMU travel.
3.39
Viable routes for a non motorised user should:





not give rise to road safety or personal safety concerns;
directly facilitate the desired journey without undue deviation or difficulty;
link origins and destinations;
be attractive and comfortable to use;
be accessible to disabled users and people with children and pushchairs; and
be continuous and not subject to severance or fragmentation.
Supporting Physical Activity
3.40
Increasing levels of physical activity amongst all the population should be an explicit goal
of transport planning and investment. Active travel should be prioritised and walking and
cycling routes should be safe and form a continuous accessible network. Planning for
active travel will provide ‘triple wins’ – for the economy, health and the environment.
Physical activity is vital for maintaining health; the Chief Medical Officer has labelled it a
‘wonder drug’. Environments promoting and supporting physical activity will achieve and
sustain better health outcomes.
3.41
Developers are encouraged to use the checklist to encourage and support physical
activity which can be found in the Active Planning Toolkit published by the
Gloucestershire Conference
(http://www.glospct.nhs.uk/pdf/publications/2011/ActivePlanningToolkit.pdf)
Creating Child Friendly Communities
3.42
Playable space and play opportunities should be integrated into new development and
the Council would encourage developers to engage with children in the design process.
Streets should be created that children feel safe to play in and new development should
positively promote sustainable travel and in particular promote walking and cycling
amongst children.
26
Stage 4: Planning Application
Planning Application Assessment (Highways and Transport)
3.43
Planning legislation requires the Council, as Local Highway Authority, to be consulted in
some circumstances before the LPA determines a planning application. The LPA seeks
the Council’s advice on the highway safety and transportation matters specific to those
applications and this includes where necessary an assessment of 'accessibility'.
However, unlike some consultees, the Council has no power of direction and so can only
recommend that the LPA takes on board its advice before coming to a decision. The
LHA advice is essentially non-binding on the LPA, although should the LPA decide to
disregard this advice then any future defence of that decision would need to be
undertaken by the LPA.
3.44
The basic process that the Council follows when assessing a planning application is
illustrated in Figure 3.3, but there are many potential material considerations to take into
account and so not all parts of the process will necessarily be applicable.
3.45
Although not a definitive list, the Council, in addition to considering the policies in the
Local Plan, will also take into account the following matters as material considerations
when assessing any submission for highway purposes:-






3.46
Previous planning decisions (including appeal decisions);
National guidance – NPPF, Government Circulars, Guidance on Transport
Assessment, Design Manual for Roads and Bridges, Manual for Streets,
Manual for Streets 2: Wider Application of the Principles, Good Practice
Guidelines: Delivering Travel Plans through the Planning Process;
Local Guidance - Local Transport Plan 3, Manual for Gloucestershire Streets,
Detailed GCC guidance notes such as Road Safety Audit, the
Gloucestershire Highways Biodiversity Guidance and the Enhanced Materials
Policy;
Adequacy of parking/loading/turning;
Highway safety, road layout/access;
Disabled access.
Potential objections on highway safety grounds can sometimes be overcome by carrying
out works to improve the access and/or visibility, and so it is useful if planning
applications clearly show the extent of land, beyond the application site, that is in the
applicant's control.
27
Transport Assessment
3.47
The NPPF states that all development that generates significant amounts of movements
should be supported by a Transport Statement or Transport Assessment. During preapplication discussions, the Council will decide if a TA or TS is required taking into
account the guidance set out if the Planning Practice Guidance – ‘Travel plans, transport
assessments and statements in decision making’. Where a TA is required you should
agree the 'scope' with us in advance so that the focus can be on those areas that are
most likely to be affected by the development.
Travel Plan
3.48
During pre-application discussions, the Council will decide if a Travel Plan is required
taking into account the guidance set out if the Planning Practice Guidance – ‘Travel
plans, transport assessments and statements in decision making’. Where a Travel Plan
is required you should agree the 'scope' with us in advance.
Consultation Process
3.49
To allow the Council to give a full and prompt response on consultation received from
the LPA, full supporting information should be submitted by the Developer with the
planning application in accordance with the requirements set out by the LPA. These
should be available from the website for the relevant LPA.
28
3.50
Generally the Council will require the following:

Plans showing site location, layout of development, relationship of the development
to the transport network, and details of access arrangements (for pedestrians as well
as vehicles) for the development. All plans are to be in PDF format and available
electronically. Proposed carriageway widths, footway/footpath widths, junction radii,
junction and forward visibility splays should be shown on the plans;

Plans and/or details showing any proposed modifications to the existing transport
network either to accommodate the site access(es) or alterations to the network to
cost effectively limit the significant impacts of the development. This could include
new or altered junctions, road widening, footpath links to bus stops, public transport
services or facilities and / or cycle facilities. The plans should provide details of all
dimensions (carriageway and footway widths, junction and bend radii) and forward
and junction visibility;

Report justifying departures from national or local standards;

If proposed visibility splays are below the following requirement, speed surveys will
be required to determine the 85%ile wet weather speed of existing traffic at the
proposed point of access
Speed Limit
30 mph
40 mph
50 mph
60 mph
70 mph
x distance
2.4m
2.4m
2.4m
2.4m
2.4m
y distance
54m
120m
160m
215m
295m

Volumetric and vehicle classification surveys to determine HGV content of existing
traffic at the proposed point of access;

Transportation Assessment or Transportation Statement as required by the nature
and location of the development;

Travel Plan as required by the nature and location of the development;

Draft or Complete Legal Agreements as appropriate depending upon the nature of
the development and the extent of highway works and transport measures identified
through the TA and Travel Plan.
3.51
In assessing planning applications, we will look for solutions rather than problems and
we will seek to support applications for sustainable development where possible. We will
work proactively with Developers to secure developments that improve the economic,
social and environmental conditions of the area.
3.52
In assessing development proposals, we will apply the presumption in favour of
sustainable development.
29
3.53
Any departures or relaxations from national or local design standards should be
fully justified at this stage.
30
Figure 3.3: Planning Application Process Map
Is the development as proposed acceptable in
highways and transport terms without the need
for off-site highway works and / or financial
contributions?
YES
Recommend no
objection on highway
and transport grounds
NO
Can the development be made acceptable in
highways and transport terms through the
completion of off-site highway works and / or
payment of financial contributions?
NO
YES
NO
Would the works sought meet the relevant tests
in either Circular 11/95 or the NPPF?
Recommend refusal
on highway and
transport grounds
YES
NO
Is there a reasonable chance that the works and /
or financial contributions can be completed
during the lifetime of the planning permission?
If planning permission
granted, LHA to enter
into Highways
Agreement
YES
Do the works need to be carried out in their
entirety to make the development acceptable,
and are no contributions required?
YES
Recommend no
objection subject to
Grampian Condition
NO
Are contributions being sought to fund
measures that can only be dealt with by
contribution?
YES
YES
If the contribution sought is for less than £10,000
and is payable immediately, and no other
highways agreement is being prepared, then
consider a Unilateral Undertaking (using a model
drafted by the HA).
31
Make LPA aware of HA
requirements for
inclusion in S106
Agreement, and give
potential refusal
reasons for use if S106
is not completed prior
to determination.
3.54
The information provided in support of a planning application as required by the Local
Validation Checklist, and as summarised above, will be reviewed by the Council with the
aim of determining the type and scope of mitigation measures needed. This process will
be undertaken in conjunction with the Local Planning Authority.
3.55
When reviewing the supporting information, regard will be had to the Local Transport
Plan and supporting policy and standards documents, as well as the statutory
requirements placed upon the Council as Local Highway Authority.
3.56
The Development Plan and all material consideration will form the basis for the LHA's
response to a proposed development and, in particular, the type or level of mitigation
that will be required. Mitigation will only be required where the proposed development is
likely to have a severe impact on the transport network. Significant adverse impacts on
the transport network should be avoided and, wherever possible, alternative options
which reduce or eliminate such impacts should be pursued. Where adverse impacts are
unavoidable, measures to mitigate the impact should be considered. Where adequate
mitigation measures are not possible, compensatory measures may be appropriate. The
LHA will only recommend refusal of a planning application on transport grounds where
the residual cumulative impacts of development are severe.
3.57
Where mitigation or compensatory measures are considered necessary, the LHA will
recommend, if possible, that an appropriate condition is attached to any planning
permission granted. If it is not possible to secure the measures by way of a condition,
the LHA will recommend that a planning obligation is secured.
3.58
The conditions or obligations should specify the improvements that will be required to
make the development acceptable. Conditions or obligations may require that necessary
mitigation measures be completed before first occupation of units on the site, or before
work on the development site itself commences if construction traffic is a major issue.
Obligations may also secure pooled contributions, especially in relation to large scale
infrastructure improvements (for example Park & Ride and/or bus priority measures)
where the cost or effect of the mitigation is greater than could reasonably be secured
from a single development site.
3.59
At present, no Community Infrastructure Levy (CIL) schemes are in place within
Gloucestershire, but where such schemes come into place in future then these will form
the basis for the identification of planning obligations in relation to transport
contributions.
32
Planning Conditions
3.60
It may be possible to make unacceptable development proposals acceptable through the
use of planning conditions. Planning conditions should only be imposed where they are
necessary, relevant to planning and to the development to be permitted, enforceable,
precise and reasonable in all other respects.
3.61
It should be noted that the LPA is under no obligation to abide by the recommendation of
the LHA or to impose any condition(s) recommended by the LHA. In the event that
planning permission is granted contrary to our recommendation, the LPA may include
conditions dealing with highway safety, accessibility and/or transport issues that were
not recommended by the Council. Conditions are sometimes imposed requiring further
details to be submitted to and agreed in writing by the LPA after the original grant of
planning permission. This can create additional work for all concerned and so it is
preferable for details to be submitted with the planning application, or at least to be
submitted prior to the grant of planning permission.
3.62
In recommending conditions, the Council is mindful of the tests in the Planning Practice
Guidance – Use of Planning Conditions, and the NPPF, which provides current national
guidance on the issue. However, the Council has no powers of direction and is not the
determining authority, and so ultimately it is for the LPA to decide whether or not the
conditions recommended can be validly imposed.
3.63
The Council will endeavour to issue a copy of any response it makes to a planning
application to the Agent (or Applicant, if no Agent is identified). An Applicant or
Developer that does not understand the requirements of a condition relating to highway
matters is advised to check first the LHA's recommendation. If you have not been
issued with a copy of the Council’s response, then it is often available to view online via
the relevant LPA's planning application website. This should enable you to establish
whether or not the condition was imposed at our request, and if it was you may wish to
contact the appropriate Case Officer in the Development Management Team to discuss
our requirements in more detail.
3.64
Conditions imposed on the LHA's recommendation may require the submission of further
details for approval. This may be through an 'application for the approval of reserved
matters' following the grant of 'outline' planning permission, or it may be by means of an
'application for approval of details reserved by condition' imposed on either a full or
outline permission. These are often referred to as applications for the discharge of
conditions. An Applicant/Developer may wish to seek the Council’s advice prior to
submission of those details (assuming that the condition was imposed at the Council’s
request) in order to reduce the likelihood of us making an unfavourable response to the
LPA. However, there may be notes or 'informatives' attached to the planning permission
(decision notice) and these together with the other guidance in this document and links
33
on the Council’s website may be sufficient to avoid having to contact the LHA in
advance.
3.65
Potential objections on highway safety grounds can sometimes be overcome by carrying
out works to improve the access and/or visibility, and so it is useful if planning
applications clearly show the extent of land, beyond the application site, that is in the
applicant's control.
3.66
Conditions imposed can be formally challenged by making a planning application to
vary/remove a condition (see Section 73 of the Town and Country Planning Act 1990), or
through an appeal to the Planning Inspectorate (see paragraph 3.6.33 of this document).
Applicants are reminded that there is no requirement for the LHA/LPA to seek approval
from the applicant before recommending/imposing a condition, and indeed the
applicant's endorsement of a condition does not make a condition any more or less
reasonable.
3.67
Further guidance on conditions can be found in the Planning Practice Guidance – Use of
Planning Conditions.
Planning Obligations
3.68
Planning obligations will only be used where it is not possible to address unacceptable
impacts through a planning condition. Planning obligations are agreements or unilateral
undertakings negotiated between the respective Local Planning Authority and persons
with an interest in a piece of land (and / or "Developer"), and are intended to make
acceptable development which would otherwise be unacceptable in planning terms. By
their nature the content of a unilateral undertaking might not be agreed by all parties
including the LPA and LHA.
For example, planning obligations might be used to
prescribe the nature of a development (e.g. by requiring that a given proportion of
housing is affordable); or to secure a contribution from a developer to compensate for
loss or damage created by a development (e.g. loss of open space); or to mitigate a
development's impact (e.g. through increased public transport provision). The outcome
of all three of these uses of planning obligations should be that the proposed
development concerned is made to accord with the Development Plan and other
material consideration..
3.69
Planning obligations are unlikely to be required for all developments but should be used
whenever appropriate according to the Planning Practice Guidance – Planning
Obligations and the NPPF.
34
3.70
The guidance requires, amongst other factors, that planning obligations are only sought
where they meet all of the following tests. These are that a planning obligation must be:
i.
ii.
iii.
necessary to make the proposed development acceptable in planning terms;
directly related to the proposed development; and
fairly and reasonably related in scale and kind to the proposed development.
3.71
The Development Plan and all material consideration will form the basis for both the
LHA's and the LPA's response to a proposed development and, in particular, the type or
level of compensatory or mitigation measures that will be required. Typically, mitigation
could be required where the proposed development is likely to have a severe impact on
the transport network and/or result in breaches of statutory environmental limits.
3.72
Further local guidance on infrastructure and services with new development can be
found in the Council’s Local Developer Guide at:
http://www.gloucestershire.gov.uk/extra/CHttpHandler.ashx?id=59555&p=0
Payment of Contribution secured in a Planning Obligation
3.73
As a County Council we get many payments every day for all sorts of services and
information requests, as well as payments to satisfy planning obligations. A significant
number of these payments (which can involve large amounts of money) are paid to the
County Council without any reference to the development, the developer or what the
payment is actually for and this can cause financial management and audit challenges.
In order to make our service more efficient, we require a minimum amount of information
to be supplied with any payment. We would ask you to supply this information otherwise
there is a danger that your payment may not be accepted, delaying your development
and possibly putting you in breach of your planning obligation.
3.74
All payments should be addressed to :Highways Development Management, Gloucestershire County Council, Shire Hall,
Westgate Street, Gloucester, GL1 2TH
Please clearly quote the following information:-








Legal reference for which the payment is made;
Planning application reference for which the payment is made;
Date of the Agreement that the payment is made for;
Parties to the Agreement;
Description of Development;
Reason for payment i.e. does this payment relate to a specific obligation;
If the payment relates to more than one obligation then state all obligations that this
relates to;
State whether the payment includes any indexation;
35

3.75
State if the payment includes any interest.
In the event that you are making a BACS Transfer then please email the above
information to :[email protected] and please state that a transfer is about to arrive. You
will also need to copy in [email protected]
Bonding of Planning Obligations
3.76
The Council requires the provision of third party bonding to guarantee the performance
of planning obligations made pursuant to section 106 of the Town and Country Planning
Act 1990, as set out within the Council’s policy on Bonding (see Planning Obligation
(sc106) Bonding Policy set out in Appendix H). This Bonding Policy is currently being
reviewed.
3.77
The bondsman must agree that in the event the Developer does not fulfil its obligations
as set out in the Sc106 Agreement (due to insolvency, liquidation or refusal to pay),
sufficient funds are immediately paid by the bondsman so that the Council can address
the lack of performance.
3.78
Alternatively, the Council will accept a cash sum to perform the same function. This is
returned together with interest if the Developer’s obligations are performed satisfactorily.
3.79
It is the Council's current policy that the Bond is entered into (or the cash sum deposited
with the Council) at the time the Agreement is completed.
3.80
If no bonding is put in place to protect the Council from the risk that a developer does not
fulfil their planning obligations at the time agreed (or indeed at all), then in a situation of
the developer defaulting the Council would only have recourse to the statutory remedies
within Section 106 of the Town and Country Planning Act 1990.
3.81
The Council will, however, consider requests to move away from this policy provided that
sufficient and robust evidence can be produced to satisfy the Council's Finance Manager
that the risk to the Council is sufficiently reduced so that bonding does not need to be
put in place at the date of the obligation.
Bonding of Highway Works
3.82
The Council requires the provision of third party bonding to guarantee the delivery of
highway works to an appropriate standard acceptable for adoption as part of the public
highway secured under section 106 of the Town and Country Planning Act 1990, section
278 of the Highways Act 1980, section 111 of the Local Government Act 1972, section
36
38 of the Highways Act 1980, section 251 of the Highways Act 1980 and section 1 of the
Localism Government Act 2011.
3.83
The bondsman must agree that in the event the Developer does not fulfil its obligations
as set out in the Highway Works or Dedication Agreement (due to insolvency, liquidation
or refusal to pay), sufficient funds are immediately paid by the bondsman so that the
Council can make the highway safe for public use.
3.83
Alternatively, the Council will accept a cash sum to perform the same function. This is
returned together with interest if the highway scheme is delivered satisfactorily.
3.84
It is the Council's policy that the Bond is entered into (or the cash sum deposited with the
Council) at the time the Highway Works or Dedication Agreement is completed. No
works will be permitted on the public highway until the Highway Works Agreement
has been completed and the pre-commencement requirements contained within
the Agreement satisfied.
3.85
For an Agreement authorising works on the public highway, the bond value will be the
value of the works plus Optimism Bias calculated as set out below.
3.86
For a Dedication Agreement the bond value will be 50% of the value of the works plus
32% of the bond value to cover possible administration and supervision costs.
Applying Optimism Bias to Contributions to Highways Works and/or Highway
Works Bonds
3.87
Transport projects are inherently risky due to the long planning horizon and complex
interfaces. Often the project scope or ambition level will change significantly during
project development and implementation. Changes may be due to uncertainty at the
early project stages on the level of ambition, the exact corridor, the technical standards,
project interfaces and geotechnical conditions, etc. Hence, a certain degree of budget
uncertainty exists which will typically be reduced through the project cycle.
This complexity should not be a surprise to the experienced planner as the occurrence
of a certain number of unplanned events is the norm rather than the exception in
transport infrastructure projects.
The Council adopted optimism bias uplift has been based on the default uplift values in
the Department for Transport TAG UNIT A1.2 Scheme Costs Guidance dated January
2014. The Optimism Bias will be applied to all contributions towards highway schemes
and when calculating the value of highway works bonds
37
Gloucestershire County Council adopted Optimism Bias Levels
Scheme Stage
Optimism Bias Uplift
1 – Not technically approved
44%
2 - Technically approved*
3%
It should be noted that Optimism Bias does not replace a contingency allowance and a minimum
10% contingency should be added to any works valuations before Optimism Bias is added.
*Technically approved includes confirmation from all relevant effected utility companies that a
scheme of protection / diversion has been agreed.
Appeals
3.88
In the event that the LPA has refused planning permission on the advice of the Council,
and the Developer has chosen to appeal against the decision it is likely that the Council
will be asked to submit further evidence to the Planning Inspectorate to support its
recommendation.
3.89
Although most appeals are against refusal of planning permission, similar procedures
apply in terms of other planning appeals, such as those against the imposition of a
condition, or the failure of the LPA to determine a planning application within the
statutory period. There can also be appeals against the refusal to grant advertisement
consent, and the disapproval of details required by condition.
3.90
The LPA will sometimes ask the Council to support them in taking enforcement action
against unauthorised development. In such cases any Enforcement Notice subsequently
served may contain reasons relating to highway matters and, in the event of an appeal
against the Notice, the Council will probably be asked (or may simply choose) to submit
evidence.
3.91
Planning applications can sometimes be 'called-in' by the Secretary of State and in those
cases the Council may have to submit evidence setting out its position.
3.92
Further information on the procedures relevant to all of these types of appeal is best
obtained from the Planning Inspectorate's website, and/or the relevant Local Planning
Authority, and/or other Government websites such as the 'Planning Portal'.
3.93
In essence, and depending on the complexity of issues, an appeal can be dealt with by
either:1) Written representations - this involves the parties submitting representations in
writing to the Planning Inspectorate, and the appointed Inspector will then carry out a
38
site inspection and should take account of those representations before coming to a
decision;
2) Hearing - this also requires the submission of representations in writing but an
informal hearing will be arranged for the main parties, and other interested persons,
to discuss the issues prior to the appointed Inspector making a decision at a later
date;
3) Public inquiry - this requires the submission of evidence by the main parties, and
subsequent cross-examination of witnesses in a formal publicly accessible setting,
prior to the appointed Inspector making a decision at a later date.
3.94
Although the relevant guidance advocates negotiations between the main parties, this
can be difficult after an appeal has been lodged because of the threat of an application
being made for costs. It is far preferable for an applicant to remedy any deficiencies by
either amending a proposal or submitting another application, before resorting to an
appeal. However, applicants need to accept that some highway objections may not be
capable of resolution through amendments to a proposal. If there is scope for
negotiation in that the Council's objections are capable of being overcome in advance of
an appeal hearing or inquiry, the Council will expect a written assurance that the
appellant will not apply for costs regardless of the outcome of those negotiations.
3.95
Recent changes to the legislation have increased the potential for other parties to an
appeal, in addition to the appellant and the LPA, to make an application for costs. In
order to recoup expenditure, the Council will seek to recover costs in those situations
where the Council is of the opinion that the appeal process has been used unfairly or the
Council had to be involved because the applicant has not resolved matters that could
easily have been dealt with prior to determination of the application and/or lodging of the
appeal.
3.96
Examples of unreasonable behaviour where the Council would make such an application
are the lodging of an appeal where the development is clearly so contrary to
Development Plan (and other material consideration) that there is little chance of
success, or an appeal being withdrawn when another party has already prepared
evidence.
3.97
The decision to lodge an appeal should not be taken lightly, and the process used can
have a considerable effect on the costs incurred. For example, a public inquiry requires
more resources in terms of preparation of evidence, attendance at the inquiry, and the
need for legal representations. Whilst the Council fully endorses an applicant's right to
appeal, this can be done in a way that limits the cost to the authorities.
3.98
Procedural guidance is contained on the Planning Inspectorate website.
39
Stage 5: Implementation
Detailed Design, Technical Approval, Construction and Adoption
3.99
Where the Council considers that the carrying out of highway works on the existing
public highway are appropriate the Council will require a Highway Works Agreement to
have been entered into, Technical Approval to have been issued and its administration
and inspection fees to have been paid, prior to the commencement of construction. It is
unlawful to undertake works on the public highway without the permission of the Council.
3.100 Where new streets are being constructed, the Council consider is desirable that a
Dedication Agreement is first entered into, then Technical Approval to have been
issued and its administration and inspection fees to have been paid, prior to the
commencement of development. If a developer (or their contractor) starts works prior to
technical approval being issued or inspections commencing, then the Council may
require additional material testing and core samples to be taken, at the Developer’s
expense, to ensure the road has been construction to a suitable standard. Without
technical approval, the developer risks constructing a road that is not to an adoptable
standard and having to replace this infrastructure before the Council will adopt it as
public highway.
Making an Application an Agreement
3.101 To apply for an Agreement the Developer must make a submission to the Council that
includes the following.
•
•
•
•
•
A completed application form and legal undertaking for a legal agreement
(see Appendix I of this document);
1 copy of the location plan;
1 copy of the legal agreement plan/s coloured in accordance with the GCC key;
A cheque (see paragraph 3.6.9); and
Copy of the planning permission notice.
40
Making a Submission for Technical Approval
3.102 In order to obtain Technical Approval the Developer must make a submission to the
Council that includes the following documents.
•
•
•
•
•
•
•
•
•
•
•
3.103
1 copy of the location plan;
1 copy of the detailed engineering layout (with all dimensions annotated);
1 copy of the longitudinal sections;
1 copy of the highway construction details drawings;
1 copy of the drainage layout plan and manhole schedule;
1 copy of the drainage construction drawing;
1 copy of the Stage 1/2 Road Safety including a Designers Response and an
Exception Report, if necessary (see Appendix F);
1 copy of the Non Motorised Users Context Report and Detailed Design
Audit;
Copy of the planning permission notice;
Evidence that the Water Authority are prepared to enter into a Section 104
Agreement for the surface water and foul sewers;
1 copy of the street lighting scheme and specification (see Chapter 10 and
Appendix P)
If applicable the following information should also be provided:•
•
•
•
•
•
Details of any Traffic Regulation Orders that will be required
Highway drainage details including calculations and drainage catchment plans
Copies of Approval in Principle document or Design/Check Certificate for
highway structures
Detail plans of any roundabouts with contours;
Layout plan showing traffic signs and road markings along with traffic sign
schedules and sign details;
Traffic signal design and details.
3.104 All information contained in the Submission for Technical Approval must be in electronic
format, with all plans and drawings being in PDF and DWG formats. Failure to submit
documentation in this format could result in delays in the submission being reviewed by
the Council. If requested paper copies of the plans and documents must also be
provided.
3.105 A more comprehensive list of the Council's requirements for a submission for technical
approval can be found in its document entitled Highway Agreement Submission
Package for Technical Approval, details of which appear in Appendix I.
3.106 If the developer fails to provide adequate and essential information then their submission
will be rejected incurring delays in the issue of technical approval.
41
3.107 In addition to the above information, the developer must also include a cheque made
payable to ‘Gloucestershire County Council’. This is a non-refundable deposit that will be
deducted from the total administration and inspection fees, which are requested at a
later date. This money is required to offset the costs to the Council of carrying out the
initial assessment of the submitted information. The amount of deposit required is
outlined in Appendix J.
Issuing Technical Approval
3.108 Once the Council has received a complete submission it will then be allocated to a case
officer within the Development Management Team. The Council’s consultants will
undertake a detailed design review of the submission to ensure that submitted details
are in accordance with MfGS and other relevant design guidance including MfS and/or
the Design Manual for Roads and Bridges where applicable.
3.109 The Council will aim to respond to an initial technical submission within 36 days of
receipt and to any subsequent submission with 28 days of receipt. An email will detail
any required amendments or confirm that the submission is satisfactory. If following the
submission of amended plans, and subsequent design checks, further amendments are
considered necessary, further fees will be sought to cover the cost of each additional
check. If the Developer considers that such fees are not justified, then they should
present their case to the HDM Team and a relaxation of fees will be considered.
However, no works would be carried out on the technical approval work until these
discussions had been completed and any additional fees paid.
3.110 When the details are satisfactory and can be approved, an e-mail will be sent to the
Developer requesting final drawings for approval and payment of the Council's remaining
administration and inspection fees, calculated in accordance with Appendix J. If the
Developer consider that Inspection fees should be deferred (in the event that works are
not due to commence on site for a number of years), then they should present their case
to the HDM Team. No works subject to the agreement should commence prior to
Inspection fees being paid to the Council.
3.111 Upon receipt of the fees and drawings, the drawings will then be stamped 'approved'
and one set will be returned to the developer along with the letter of technical approval
and schedule of approved drawings. Copies of these documents will be forwarded to
both the Development Management Inspector and the Council’s Street Lighting Team
with an instruction for them to commence inspections of the site.
42
After Obtaining Technical Approval
3.112 If the Developer wishes to revise the approved design, after technical approval has been
issued, and the amendment will affect any part of the existing or potentially adoptable
highway, then copies of the revised drawing should be submitted to the Council for
approval.
3.113 If the details are satisfactory then a revised technical approval will be issued.
3.114 If the Developer will be placing or amending any apparatus (for example sewers) within
the existing highway then a Section 50 Licence will need to be obtained.
Road Safety Audits
3.115 The Council will require safety audits to be undertaken in accordance with the local
guidelines (see Appendix F of this document).
Non Motorised Users Context Reports and Audit
3.116 The Council will require NMU Context Reports and Audit to be undertaken in accordance
with the national guidelines set out in the Design Manual for Roads and Bridges.
Stage 6: Monitoring
3.117 Where a Travel Plan is required as part of the development, it is expected that this will
include surveys of residents or other occupiers of the development concerned to enable
feedback on the good and bad points of a development to be identified, informing future
reviews of MfGS by providing a robust evidence base.
3.118 For some new developments, the installation of Automatic Traffic Count (ATC) sites
might be required as part of the Monitoring Strategy for the Site Travel Plan. Where
required, an ATC site should be installed to the specification set by the Council, and it is
recommended that early contact is made with the Council’s Transport Monitoring Team
prior to the construction of new or improved roads to ensure that issues such as the
location of the ATC, associated power supply and phone connections for the passage of
collected data, the location of ancillary equipment such as cabinets, and the provision of
safe parking for maintenance vehicles are all taken into account during the design
process.
3.119 As a minimum standard, Gloucestershire County Council would look to commission
either mains or solar powered equipment in order to minimise the need for battery
changes, also GPRS enabled equipment which permits remote traffic data transmission
to Gloucestershire’s web-hosted traffic database. Inductive loops would be cut in the
road surface to continuously monitor directional traffic volumes per lane, vehicle speeds,
and also to discriminate between different vehicle types where required. The exact
43
configuration of the inductive loops will be determined by the specific site concerned and
data required.
44
This page is left deliberately blank
45
4
4.1
Standing Advice
In response to Section 16 1 (d) of the Town and Country Planning (Development
Management Procedure) (England) Order 2010, Gloucestershire County Council, as
Local Highway Authority, has resolved that it does not intend to make representations to
Local Planning Authorities on new or existing residential developments where:a).
the application site is adjacent to a Class 3 highway subject to a 30mph
speed limit or lower; or
b).
the application site is adjacent to a Class 4 highway or lower; and
c).
the application involves a residential development of 5 dwellings or less;
In such cases the Highway Authority does not wish to be contacted direct and the
guidance contained in the Standing Advice in Appendix C of this document should be
utilised:
4.2
The Highway Authority should be consulted on all other types of development that meet
the criteria set out in section 4.1 above. The Highway Authority should not be consulted
in respect of minor developments/improvements comprising replacement
windows/doors, replacement facia, facia signs, hanging signs, conservatories, erection
of walls and retaining walls (below 1.37m and beyond 3.6m from the highway), porches,
swimming pools, car ports, single and double garages, loft conversions, reroofing/roofing improvements, re-cladding, erection of sheds/summerhouses, CCTV
equipment, non-illuminated signs, demolition of sheds or outbuildings, single storey
extensions to existing residential properties, or vegetation removal, since such
development falls outside Schedule 5 of the Town and Country Planning (Development
Management Procedure) (England) Order 2010
46
47
Section B: Design Principles
5.
Layout and Connectivity
Introduction
5.1
MfS makes it clear that good connectivity between proposed development and existing
services and facilities is essential if pedestrian and cycle journeys are to be encouraged.
In turn, pedestrians and cyclists will bring vitality to a street and this should create a
more secure environment. Developers should identify key facilities (such as shops,
schools and bus stops) in the vicinity of the site and also other less regularly used
facilities such as community centres, public open space, play areas and doctor's
surgeries, which are likely to be frequent destinations for residents of a development or,
and to a lesser extent, employees in the case of many commercial developments.
Where practical to do so, opportunities priority should be given to pedestrian and cycle
movements and access provided to high quality public transport facilities. The needs of
people with disabilities need to be considered by all modes of transport. In respect of
development that will generate significant amounts of movement, depending on the
nature and location of the site, the opportunities for sustainable transport modes should
be taken up, to reduce the need for major transport infrastructure improvements. The
following issues may also have a bearing on the degree of permeability that can be
achieved.
Meeting the needs of people with disabilities
5.2
MfS1 reminds authorities of the need to comply with disability legislation (notably the
Equalities Act 2010).
Paragraph 6.3.3 of MfS1 states, "A street design which
accommodates the needs of children and disabled people is likely to suit most, if
not all, user types". Thus, if a street is designed to cater for those with mobility
impairments, it is also likely to be suitable for all other pedestrians, including those
pushing prams. However, some measures designed to assist those with mobility
impairments can also be visually intrusive and can be a problem for cyclists and ablebodied pedestrians. Clearly a balance needs to be struck between designing for the
disabled, complying with the requirements of disability legislation and creating
environments that are visually pleasant and easy to negotiate for all. This approach of
compromise is reiterated in Inclusive Mobility.
5.3
MfS1 also reminds practitioners that pedestrians do not just use streets with a high place
function for movement, but also for socialising, resting, playing, and other activities.
There are many needs to fulfil in good design, and it is important that the many functions
of a street are given due consideration. A monotonous standard footway width is
unlikely to fulfil that requirement, and disabled people and the elderly may be deterred
from using a street if there are not places to sit at convenient intervals and locations.
48
The inclusion of design features to cater for non-motorised users, including the disabled,
can only add to the sense of place, prevent motor vehicles from dominating, and
encourage journeys on foot.
Crime Prevention
The following passage was written in consultation with the Crime Prevention
Design Advisor (CPDA), Gloucestershire Constabulary. This section provides
additional information, for designers, building on Section 4.6 of MfS1.
The Crime and Disorder Act (CDA) 1998
5.4
Sections 5-7 & 17 of the CDA requires local authorities and the police, in conjunction
with other agencies and the community, to work together at district level to develop and
implement strategies for reducing crime and disorder in the area.
5.5
Two of the most common forms of crime are burglaries from private dwellings and
vehicle crime. These types of crime can be reduced or at least discouraged if the design
and layout of new developments has crime prevention incorporated into its design
criteria.
5.6
Source documents of this section include Planning Policy Statement 1, Planning Policy
Statement 3, Safer Places - the planning system and crime prevention, Manual for
Streets, Code for Sustainable Homes and the ‘Secured by Design’ design guides.
Additionally the Park Mark initiative is available from Gloucestershire Constabulary.
Crime Prevention through Environmental Design:
5.7
The purpose of this guidance is to reduce the incidence of all forms of theft, vandalism,
anti social behaviour and assaults. This is achieved by using design principles
established through the Crime Prevention through Environmental Design (CPTED), an
avenue of research and techniques which provides the basis for Secured by Design
(SBD). The main objectives work to reduce the opportunity for crime and provide the
private or commercial residents with control over their environment.
5.8
The basic principles detailed in the above documents are intended to be a starting point,
yet the experience of Gloucestershire Constabulary’s CPDAs can assist in creating
designs which are sensitive to the site and the development design.
5.9
The concept of CPTED can be applied to commercial as well as residential
developments. Although not a mandatory requirement, its use is encouraged by both the
Council and Gloucestershire Constabulary as part of the Gloucestershire County
Community Safety Strategy.
5.10
One of the designer’s tools in creating safer environments is the effective use of natural
surveillance. This concept enables people to overlook their area, creating a feeling of
ownership and instilling vulnerability within the intruder as they enter these areas.
49
5.11
5.12
5.13
In order to reduce crime and the fear of crime, proposed development should create an
environment which contains the 7 attributes described in the Safer Places publication:

Access and movement - places with well defined routes, spaces and entrances
that provide for convenient movement without compromising security

Structure - places that are structured so that different uses do not cause conflict

Surveillance - places where all publicly accessible spaces are overlooked

Ownership - places that promote a sense of ownership, respect, territorial
responsibility and community

Physical protection - places that include necessary, well-designed security
features

Activity - places where the level of human activity is appropriate to the location
and creates a reduced risk of crime and a sense of safety at all times

Management and maintenance - places that are designed with management
and maintenance in mind, to discourage crime in the present and the future
The provision of the following factors will also aid in improving community safety:

enabling a person to exercise certain rights including control over their home and
its immediate surroundings

expecting standards of acceptable behaviour to be upheld and maintained by
informal social control

providing essential support services, schools, shops etc

offering a sense of belonging, resulting from physical boundaries to the area,
identifiable features and design

instilling pride of home and neighbourhood, which may be expressed in the
maintenance of private property

encouraging investment in a home or business

giving a sense of security, reinforcing the notion of home being a safe place
In order to minimise wasted effort and reduce costs it is recommended that the architect/
designer/ developer consult with the local CPDA from the earliest possible stage in the
design process to assess the crime risks and apply CPTED design principles as far as is
appropriate. The CPDA contact details can be found in the Contact Details section.
50
Private Areas
5.14
Where rear or side gardens have to abut open spaces or other land with unrestricted
access, then robust fencing should be both supplemented by defensive planting, as
promoted through the Gloucestershire Constabulary’s ‘Spiky’ initiative. The use of
prickly shrubs should discourage unauthorised access into the garden; whilst ongoing
maintenance must also be a consideration.
5.15
The design for any street layout should encourage movement and permeability, but not
at the expense of safety or security. Pathways should have a good level of lighting; offer
surveillance along the path, especially into corners or around bends; be over looked by
neighbouring properties and should discourage the creation of potential hiding places.
5.16
Semi-private spaces such as parking areas, residential driveways and courtyards should
benefit from natural surveillance from high occupancy rooms from within the dwelling
they serve, allowing residents to glance over their outdoor space. These areas should
provide a sense of ‘ownership’ to residents by displaying clear lines of property
demarcation and preventing any form of permeability; creating a space where intruders
feel conspicuous and their presence can be easily challenged.
Residential Developments
5.17
To enhance security on new housing estates, the aim should be to create communities
that encourage neighbourliness, mutual surveillance, and a degree of self-policing.
These communities should be easily identifiable and should ideally include a mix of
housing types that could give potential occupation throughout the day.
5.18
The street design should encourage defensible spaces around each dwelling generated
with walls, fences or hedges kept to 1 metre in height where appropriate to the setting.
The side and rear garden should be designed so they face and adjoin the neighbouring
garden rather than public open space or footpaths.
Industrial and Commercial
5.19
Each development should have a ‘defined perimeter’ which can either be a physical
boundary such as a wall, fence, or hedge; or a psychological barrier such as a change in
surfacing material.
5.20
To create a balance between site security, reducing vehicle dependency and promoting
environmentally friendly transport into the site, the perimeter should encourage the
provision of secondary access points to reduce walking and cycling distances.
5.21
On larger developments, it may be appropriate to include a gatehouse at the main
entrance, but this should be set back far enough from the existing highway to avoid
traffic queuing back onto the highway while providing sufficient space for a suspect
vehicle to be turned away without breaching security.
51
5.22
As with residential development it is important that the landscaping and lighting are
designed with security in mind, providing clear surveillance and avoiding dark or hidden
areas where intruders may loiter.
5.23
It is important that the perimeter of each individual unit, parking and loading area are
clearly defined; these areas should work to increase the natural surveillance on the site.
The layout should ideally include back to back service yards with lockable gates to
restrict access and prevent theft.
Car Parking
5.24
Ideally car parking within residential development should be arranged within a dwelling’s
curtilage which encourages ownership of the space, maintains defensible spaces,
upholds the active frontage of the building and reduces the opportunity for vehicle crime.
5.25
When parking courts are deemed necessary; they should cater for a small number of
vehicles so people become familiar with the cars and their owners. Consideration should
be given to gating the parking court to provide a secure area and located close to the
owner’s dwelling. Natural surveillance must be provided and they have to be well lit.
However, where parking courts are gated then there will be a need to ensure alternative
parking is conveniently provided for visitors and deliveries.
5.26
Parking bays should be arranged to encourage surveillance of the parking area from the
inside of dwellings. Garages should be located towards the front of dwellings but not at
the risk of reducing the opportunities for natural surveillance.
5.27
In commercial developments, it is vital to provide effective access control in to, and
surveillance over, the parking areas to reduce vehicle crime. The basic requirements for
these areas include close proximity to the business, security fencing, access control
barriers, lighting and either natural surveillance, security patrols or a manned CCTV
system.
5.28
The landscaping design for car parks should encourage natural surveillance from the
buildings and any pedestrians. This can be achieved by an appropriate planting scheme
that allows for growth and seasonal variation. The planting design or pruning should
provide ground planting that does not exceed 1 metre and taller shrubs or trees should
have clear stems up to 2 metres.
Cycle parking
5.29
Cycle parking in public spaces should be situated in open areas with natural
surveillance, close to key locations, offering security by way of a ‘Solid Secured’ ground
anchor or enclosed cycle lockers. The Council’s Cycle Facilities Guidelines offers more
advice.
5.30
When bicycles are stored in a shed or garage, the building should be securely fixed to
the foundation and fitted with lockable doors, inside an appropriate ground anchor
52
should be fitted. Internal communal cycle stores should be fitted with a secure door set
and be provided with secure anchor points or secure cycle stands
Civil Engineering Structures and Features Generally
5.31
The designer should ensure that all features included in their civil engineering or general
construction proposals do not encourage or support crime and anti-social behaviour.
5.32
The design features that require particular attention include underpasses, bridges, areas
of landscaping associated with road development, drainage chambers and manholes,
water management structures such as SUDS, culverts and stream access areas - all of
which are liable to attract vandalism, graffiti, drug abuse and informal play such as skate
boarding or `in line’ skating which may be unsafe for the perpetrator. Where the general
public come into contact with these features, then the problems are particularly acute.
Supporting Physical Activity
5.33
Promoting active lifestyles can help us address some of the important health challenges
facing the UK today. Increasing physical activity has the potential to improve the physical
and mental health of the nation, reduce all-cause mortality and improve life expectancy.
It can also save money by significantly easing the burden of chronic disease on health
and social care services and on the economy. Increasing cycling and walking will reduce
transport costs, save money for the Government and individuals, improve air quality,
contribute to meeting mandatory Climate Change targets and help the environment.
More use of active travel can reduce traffic, congestion and pollution, improving the
health of communities
5.34
The Gloucestershire NHS Health Community have produced an Active Planning Toolkit
which offers practical advice for planners, developers, and all those concerned with
public health and with the built and natural environment. It aims to be a straightforward
and practical guide to help inform spatial planning and transport policy so as to promote
physical activity. It is based on NICE guidelines in this area. NICE is internationally
recognised for the way in which it develops recommendations, a rigorous process using
the best available evidence.
5.35
The key features of new development that promote physical activity are:





A mixture of different types of uses, for example housing, shops,
employment, leisure, within walking and cycling distance;
A range of everyday services and facilities within walking and cycling
distance. These are often ideally located close to town or local centres;
Connected street patterns, with short trip distances between common
destinations;
Residential streets that are not heavily trafficked;
Areas that are attractive and easy to find your way around; and
Residential areas designed to give priority to the needs of pedestrians,
cyclists and children.
53
5.36
Developments should provide a comprehensive network of foot and cycle paths that are:





5.37
Connected – provide a comprehensive linked network that connects with
where people want to go – shops, homes, open space, public transport;
Convivial – pleasant to use, with scope for nteraction with other users.
Well lit and overlooked by houses, shops or places where people are
around, not isolated;
Conspicuous – providing clear legible routes;
Comfortable – good quality well maintained street and landscape design,
and protection from the intrusion of vehicular traffic. Provide seats and
rest points for pedestrians (particularly important for elderly people).
Avoid clutter;
Convenient – Priority given to providing direct routes for those on foot or
bike, rather than vehicles i.e. connect the streets for walkers and cyclists
and design and manage junctions to give them priority.
The Toolkit can be found at:- http://www.gloucestershireccg.nhs.uk/about-us/publications/
Street Character Types
5.38
A number of street character types have been defined based primarily on those listed at
paragraph 4.7.2 of MfS1. However, whereas the main focus of MfS is on the creation of
new residential streets, the purpose of MfGS is to cover all transport and highway issues
that might relate to new development and so all highways that are maintainable at public
expense need to be considered.
5.39
In Gloucestershire there are motorways and Trunk Roads that fall within the jurisdiction
of the Highways Agency, other highways where the 'movement' of traffic is the primary
function, and highways that are restricted to specific types of users (for example, public
footpaths and bridleways). There are also highways that have to cater for larger
vehicles, such as buses and goods vehicles, and highways that although not intended to
be adopted and maintained at public expense can have implications for the public
highway and certainly need to be assessed in design terms.
5.40
For the purposes of MfGS, the streets and other highways can be summarised as set
out in Table 5.1 below:-
54
Table 5.1 - Highway Types
Highway Types
Streets
High Street (see Table 5.2)
Boulevard (see Table 5.3)
Square (see Table 5.4)
Street (see Table 5.5)
Shared Surface Street (see Table 5.6)
Cul-de-sac (see Table 5.7)
Private streets (see paragraphs 5.43 and 5.44)
Non-street types Roads (see Section 4.5 - Road Character Types)
Cycle Tracks (see Gloucestershire County Council’s Cycle
Facility Guidelines)
Footways (see Footways and Footpaths)
Footpaths (see Footways and Footpaths)
Parking Bays (see Parking Strategy)
5.41
Further details of the criteria that the Council would expect to be followed in terms of
proposals incorporating any of those street character types is set out on the following
pages together with a photograph giving a typical example and an indicative crosssection. It should be noted that these criteria are intended for guidance only, and the
Council would be willing to consider proposals that depart from them as long as the
Developer can produce reasoned justification for such departure.
55
High Street
Target Traffic Speed
Maximum No. Of Dwellings
Frontage Access
Carriageway Width
Footways
Cycleways
On street parking
Gradients
Horizontal Curve Radius
Vertical Curve Lengths
Forward Visibility
Speed Restraint Centres
Junction Radii
Junction ‘X’ Distance
‘Y’ Distance for Side Roads
Absolute Minimum Junction
Spacing for Side Roads
32kph [20mph]
No limit but subject to modelling
Restricted at junctions
6.5m minimum (6.75m if a bus route)
Subject to swept path analysis
Minimum 2m wide both sides
In accordance with Council Cycle Facility Guidance.
1.8m wide on either or both sides. To be
Provided in addition to carriageway and
amount to be determined subject to local
requirements
8% maximum, 0.8% minimum
To be determined by swept path analysis
of vehicles likely to use the proposed street
30m desirable
25m (27m on bus routes)
70m maximum
To be determined by swept path analysis of
vehicles likely to use the proposed street
2.4m
To be determined by swept path analysis of
vehicles likely to use the proposed street
Crossroads permitted in some circumstances –
dependent on vehicle swept path analysis
Table 5.2
56
Boulevard
Frontage Access
Lane Widths
Central reservation
Footways
Cycleways
On street parking
Gradients
Forward Visibility
Junction Radii
32kph [20mph]
Restricted at Junctions
3.5m minimum (4m if a bus route) Subject
to swept path analysis
2,5 m minimum, with trees permitted
3m wide both sides, with trees permitted
1.8m wide on either or both sides. To be provided
in addition to carriageway and amount to be
determined subject to local requirements
To be determined by swept path analysis of vehicles
likely to use the proposed street
30m desirable
70m maximum
2.4m
Table 5.3
57
Square
Frontage Access
Carriageway Width
Footways
Cycleways
On street parking
Gradients
Forward Visibility
Junction Radii
32kph [20mph]
6.5m minimum (6.75m if a bus route) Subject
2m wide all sides
If parallel 1.8m wide and if perpendicular 4.8m long
and 2.4m wide. To be provided in addition to
carriageway and amount to be determined subject
to local requirements.
30m desirable
70m maximum
2.4m
Table 5.4
58
Street
Frontage Access
Carriageway Width
Footways
Cycleways
On street parking
Gradients
Forward Visibility
Junction Radii
32kph [20mph]
5.5m minimum (6.75m if a bus route) Subject
2m wide all sides
30m desirable
70m maximum
2.4m
Table 5.5
59
Shared Surface Street
Frontage Access
Highway Width
Pedestrian corridor
Cycleways
On street parking
Gradients
Forward Visibility
Junction Radii
24kph [15mph] (see LTN 1/11)
Generally 4.8m (see on street parking requirement below)
(6.75m if a bus route) but subject to swept path analysis
to determine the need of over-run areas on bends.
Localised narrowings to a minimum of 3.7m over short
distances on straight sections may be acceptable but
will be subject to the provision of an unobstructed
pedestrian corridor
2m minimum continuous and unobstructed.
and 2.4m wide. To be provided in addition to the Highway
Width and amount to be determined subject
to local requirements
30m
70m maximum
2.0m
Table 5.6
60
Cul-de-Sac
Frontage Access
Carriageway Width
Footways
Cycleways
On street parking
Gradients
Forward Visibility
Junction Radii
Turning Facilities
32kph [20mph]
4.8m minimum. (6.75m if a bus route) Subject to swept path analysis
2m wide all sides
30m minimum
70m maximum
2.0m
Turning areas suitable to accommodate a large refuse
vehicle must be provided if the adjoining street is a Class
3 highway (or higher classification) or if the length of the
cul-de-sac exceeds 20m. Examples of turning areas are
set out in Figure 8.5
Table 5.7
61
Bus Route
5.42
Bus routes should be agreed with the Council. High Streets, Boulevards, Squares,
Residential Streets and culs-de-sac are generally better suited to accommodate bus
routes. Shared Surface Streets would introduce certain safety concerns that would to be
addressed at an early stage. The minimum carriageway width for a bus routes is 6.75m,
but localised widening may be required, for example on bends or where on-street
parking can be expected. A swept path analysis will be required to demonstrate that
buses can pass each other.
Private Streets
5.43
Private streets should conform to the relevant design criteria set out in Tables 5.2 to 5.7
above.
5.44
A Private Street Agreement will be required to allow for a exemption to be given to the
application of the Advanced Payment Code and ensure that that residents are unlikely to
require the County Council to adopt the street in the future.
Road Character Types
5.45
In general terms, development that involves roads with a low place function/high
movement function will be outside some or all of the principles contained within MfS
(dependent on Local Context), and so will utilise the guidance contained within DMRB.
However, due to DMRB being written primarily for use when looking at Trunk Roads,
those standards may be excessive for use in the design of industrial estate roads,
particularly in built-up areas where vehicle speeds are relatively low.
5.46
Industrial estate roads must be designed specifically to cater for use by large
commercial vehicles. Mixed use developments, or commercial developments with a
high proportion of light goods and/or car movements, should be designed in accordance
with MfS or DMRB as appropriate. Particular attention will be paid to the following points
when assessing industrial development proposals:





5.47
the manoeuvring characteristics of heavy commercial vehicles;
peak hour vehicle flows;
the minimisation of vehicle speeds in the interests of highway safety;
operation and requirements with specific reference to the provision of
parking, turning, loading, and storage facilities within the site curtilage which
shall be identified at the planning application stage;
provision of facilities for pedestrians and cyclists and public transport links.
In developments likely to generate more than 250 commercial vehicle trips per day, a
number of Minor Industrial Roads should feed to the Industrial Access Road which
should not provide direct access to individual factory units. A looped arrangement is
preferable so as to prevent the possibility of creating a ‘rat run’ for main road traffic.
62
Private Commercial Road
5.48
Adoption may not be required for small pockets of light industrial units and/or nursery
units served by an enclosed courtyard type layout. However, the following points apply:-
Design Parameters
Entrance radii
7.5 - 15 [see Note 1 below]
Access Width
6.1m
Entrance Gates
10-15m back from carriageway edge
Gradient
5% [1:20] max
Visibility
x – 2.4m
y - refer to MfS2 and dependent upon Target
Speed
Table 5.8
NOTE 1:
Depending on the type of site development and the form and frequency of traffic
movement.
For developments fronting Major Industrial Access Roads and most Industrial
Access Roads, on site HGV manoeuvring facilities must be provided.
Loading areas away from the highway are required.
63
Industrial Access Road
Carriageway Width
Max. Carriageway Length
Cycleway
Footways
Marginal Strips
Gradients
Forward Visibility
Junction Radii
Junction Spacing for Side Roads –
absolute minimum
Carriageway Widening on Bends
30mph
7.3m
Unrestricted with Secondary Access
2m
1.5m
0.8% to 4.0 %
60m minimum
30m minimum
47m
15m
2.4m
45m
90m [adjacent]
45m [opposite]
Yes
Table 5.9
Visibility requirement calculated using a reaction time of 1.5 seconds and a deceleration rate of 3.68m/s.
64
Minor Industrial Road
May Take Access From
Carriageway Width
Maximum Carriageway Length
Cycleways
Footway/ Cycleway
Footways
Marginal Strips
Gradients
Forward Visibility
Junction Radii
Junction Spacing for Side Roads
– absolute minimum
Carriageway Widening on Bends
Through Road
Cul-de-Sac
30mph
MIAR
7.3m
Unrestricted
In accordance with Council
Cycle Facility Guidance.
1.5m + 1.5m =3m
2m
1.5m
0.8% to 4.0%
60m minimum
30m minimum
47m
15m to MIAR
12m to IAR
2.4m
45m
90m [Adjacent]
45m [Opposite]
Yes
25mph
MIAR
7.3m
250m
In accordance with Council Cycle
Facility Guidance.
1.5m + 1.5m =3m
2m
1.5m
0.8% to 4.0%
60m minimum
30m minimum
36m
15m to MIAR
12m to IAR
2.4m
34m
90m [Adjacent]
45m [Opposite]
Yes
Table 5.10
Visibility requirement calculated using a reaction time of 1.5 seconds and a deceleration rate of 3.68m/s.
65
66
6.
Quality Places
Introduction
6.1
MfS sets out the aspects of the built form that contribute to quality places. Some of
these are not directly relevant to highway design but may have implications for the layout
of the street. The issue of most relevance to the Council is probably the need to
minimise signs, markings and street furniture. To some extent this is at odds with the
expectations of highway users and there has perhaps been a tendency in the past to use
signs and markings to rectify design flaws that should have been remedied by other
changes to the layout.
Reducing Clutter
6.2
MfS2 covers a range of techniques to help reduce the “clutter” of unnecessary street
furniture and signs within the highway. The Council endorses this approach to street
design, whereby signage and bollards are excluded from schemes unless circumstances
indicate that they are essential. Obviously this has to take into account those signs
which are compulsory as a result of legislation, for example notifying of speed or weight
restrictions.
6.3
The Department for Transport has also published Traffic Advisory Leaflet 01/13
‘Reducing Sign Clutter’. This can be found at:https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/43525/talreducing-sign-clutter.pdf
6.4
Where signage is required it is preferable to utilise existing structures as a surface for
mounting, for example street lighting columns or existing sign posts.
6.5
When designing new schemes it is crucial that designers carry out an audit of existing
signing, road markings and street furniture to ensure that every opportunity is taken to
remove any redundant items and then integrate the remaining apparatus with those
required as part of the new scheme.
Planting
6.6
Section 5.12.3 of MfS states that:
Planting can provide shade, shelter, privacy, spatial containment and separation. It can
also be used to create buffer or security zones, visual barriers, or landmarks or gateway
features. Vegetation can also be used to limit forward visibility to help reduce vehicle
speeds.
67
6.7
When considering landscape designs it is important to ensure that all planting is
sustainable in the long term. This can be achieved by ensuring the provision of:



Healthy growing conditions;
Enough space for new planting to grow to maturity;
Appropriate species in keeping with the local area and its function;
6.8
The choice and selection of plant material should be in keeping with the environment in
which it is to be placed, i.e. native material should dominate in rural schemes and mixed
to more ornamental may be used in urban areas.
6.9
The existing landscape features on and off site should be identified and incorporated
where appropriate into the scheme. During construction the protection of existing
landscape features, such as trees and hedges is essential. BS 5837: Trees in Relation
to Construction: 2005 provides detailed guidance on the protection of trees on
development sites and in the highway.
6.10
It is essential that a suitably qualified arboriculturist is consulted for professional advice
on all landscaping matters relating to trees in new development.
6.11
All highway landscaping should be designed to integrate with the proposed streetscape,
including the retention wherever possible of existing trees.
6.12
To increase the probability of trees growing to maturity, trench planting, irrigation pipes
and urban tree soils should be strongly considered.
6.13
It is also important that landscape design in, or adjacent to, the highway takes into
account any potential impact on the construction of carriageway, footway, structures or
subterranean services (for example highway drainage).
6.14
A tree’s demand for water can drastically alter the surrounding soil conditions. The
effects of soil heave and shrinking can have a dramatic effect on the integrity of footways
and carriageways and must be considered when designing a planting scheme.
6.15
Pedestrian routes and sight lines should not be obstructed by planting. Whilst it is
generally necessary to maintain driver sightlines, Manual for Streets Section 11.3.4 does
allow for vegetation to be used to limit excessive forward visibility to limit traffic speeds.
In this situation slow growing tree species with narrow trunks and canopies above 2
metres should be considered.
6.16
When trees are to be located adjacent to footways, the species should be selected so
that they do not spread and reduce pedestrian space below the minimum dimensions for
width and headroom, as outlined in DMRB Volume 6, Section 3, Part 5, Chapters 7 & 8.
Low hanging branches and overgrown shrubs, that create a trip hazard, are especially
dangerous for blind or partially sighted people.
68
6.17
In general, it is expected that the design of landscaping within the highway will be
compliant with the landscaping policies set out by the relevant Local Planning Authority.
This section is intended to set out the general principles in relation to landscaping within
the highway boundary, and further detailed guidance on planting within the highway can
be found at Chapter 13.
Conservation Areas
6.18
Gloucestershire has a wide range of towns and villages with a variety of local
characteristics in relation to building types, materials used, and general layout of streets.
It is recognised that the design and layout of new development needs to reflect this
variety, and that whilst in Asset Management terms it may be desirable, and more cost
effective, to restrict the design and use of materials to a limited palette there will be
locations where the need to fit in with the local characteristics takes priority.
6.19
This will particularly be the case in locations that lie within designated Conservation
Areas, or where a development might affect the setting of buildings of historic
importance. In these cases, the Council will consider the use of more specific materials
that are better suited to the particular setting. The Enhanced Materials Policy, included in
Appendix O, should be referred to in this respect, as this contains the approved
materials for use in various parts of the County.
6.20
It should be noted that where enhanced materials are specified, the Council will require
the Developer to pay a commuted sum to reflect the additional maintenance costs that
will be incurred by the Council as a result of such use. The Enhanced Materials Policy
includes details of the methodology for calculating the appropriate commuted sum.
6.21
The District Councils will hold details of where Conservation Areas or other locally
important designations are in place, and Developers should refer to the website of the
relevant District Council when considering whether the use of enhanced materials or
other specific design considerations should be reviewed. Where consideration is being
given to the use of enhanced materials or other specific design features, then early
discussion with the Council’s HDM Team is recommended.
Areas of Outstanding Natural Beauty
6.22
Gloucestershire is a rural County, and contains a wide range of different landscape
types, from the rolling hills of the Cotswolds to the woodland of the Forest of Dean.
Again, it is recognised that within rural areas that have a specific landscape value,
whether as part of one of Gloucestershire’s designated Areas of Outstanding Natural
Beauty (AONB), or as a landscape area of more local significance, then the use of
enhanced materials or other design features might be appropriate. Once more, early
discussion with the Council’s HDM Team is recommended if the Developer considers
that enhanced materials or other specific design features may apply due to the local
characteristics of a site.
69
6.23
There are three AONB within Gloucestershire, these being:

Cotswolds – the largest AONB by area, covering the majority of the Cotswold
District and areas within Stroud and Tewkesbury Districts as well as adjoining
Counties. Cotswold AONB has developed a range of guidance on specific
issues, including transport and highways maintenance. Whilst such guidance
has no formal status, Developers are recommended to review the appropriate
guidance if their site lies within the AONB boundary.

Malvern Hills – predominantly within Worcestershire, a small part of Northern
Gloucestershire lies within the AONB. The Malvern Hills AONB has again
produced guidance on a range of issues includes transport, and Developers are
recommended to refer to this if their development lies within the AONB boundary.

Wye Valley – this AONB straddles the boundary between the Forest of Dean and
Monmouthshire. Once more, it is recommended that Developers review any
local guidance published by the AONB Board if their site lies within the AONB.
Waste and Recycling collection activities
6.24
Space must be provided for the individual receptacles to be presented for collection at
the kerbside; footways must be wide enough to place the receptacles on, without
obstructing pedestrians or motorists.
6.25
New streets need to be designed to accommodate 26 tonne refuse collection vehicle,
assuming that residents’ parked cars are in situ. Particular attention needs to be paid to
any areas of road networks which might become an overflow parking area for
resident/visitor cars, as this may negatively impact on the waste collection teams gaining
the necessary access - particularly early in the morning. Suitable turning areas should
be provided for collections vehicles at the heads of cul-de-sacs to minimise the need and
distance for collections vehicles to reverse.
6.26
Crews should not have to drag individual bins longer than a distance of 10m from their
point of presentation to the vehicle, therefore consideration should be given to the likely
point of presentation compared to the likely position of the vehicle.
6.27
With developments of a large number of properties, it is likely that some houses would
start to be occupied before the roads had been finished or adopted. The Waste
Collection Company will therefore require indemnity to undertake collections using the
road network and temporary surface during this period, and may only agree to do so
should the access/ingress be considered safe for the collection vehicle and crew (for
example issues relating to raised or exposed drains which are a trip hazard or could
damage vehicles, overly high kerbstones where the proper road surface has not been
laid, inability to turn the vehicle because only part of the road is built and the rest
remains blocked off as a building site).
70
6.28
Refuse and recycling receptacles must be stored off the highway between collection
days, therefore adequate storage must be available for households to be able to achieve
this.
Refuse bin allowance – individual properties
6.29
Each property is entitled to a refuse bin. If individual properties are to have their own bin,
the householder must present the bin at the kerbside for collection (and must remove it
themselves after collection).
Recycling allowance – individual properties
6.30
Each property may be provided with a recycling box, an outdoor kitchen caddy, and an
indoor kitchen caddy. Residents may request additional containers. Again residents with
their own receptacles must present these at the kerbside for collection.
6.31
Residents may also opt to join the garden waste service, and should they choose to do
so will be provided with an appropriate bin for the garden waste.
Refuse bin allowance – where communal bins are to be provided
6.32
If communal bins are provided, the size and number will be dependant on a number of
factors, including the number of properties the bins are to serve and the space available
to store the bins.
Example one – a block of 4 apartments - 2 x 360 litre bins (equivalent to 4 x 180
litres).
Example two – a block of 12 apartments - 2 x 1100 litre bins (equivalent to just
over 12 x 180 litres).
Example three – a block of 8 apartments - 1 x 1100 litre bin and 1 x 360 litre bin
Recycling bins - where communal bins are to be provided
6.33
Communal areas are provided with a recycling bin set, one set is provided per bin shed /
bin area. The recycling bin set may consists of several bins, for plastic bottles and cans,
paper, glass and food waste. Should the residents need additional bins these can be
provided. It is unusual for a communal area to need more than 2 additional bins.
Communal bin sheds / bin areas
6.34
When siting bin sheds / areas, consideration must be given to how close the vehicle can
get to the bin shed. The large bins require a two-man collection and they should not be
expected to move these any significant distance. There must not be any steps or kerbs
between the bin shed / bin area and the point at which the bin will be loaded onto the
vehicle
71
6.35
Bin shed / bin area doors must be wide enough to allow easy ingress/access for the
largest size bin (1100 litre). Best practice allows for a separate pedestrian access to the
bin shed for the residents. This access is narrower than the width of the bins so that
residents cannot remove the bins from the bin shed for their own individual use and the
bins cannot be re-sited by residents to a point from which they cannot or will not be
emptied.
6.36
Bin sheds must be large enough to allow the easy movement of bins for emptying – for
example, planning the shed / area so that the bins are placed in front of each other with
no room for a person to stand at each end of the bin to turn or manoeuvre it will prevent
the bins from being emptied.
6.37
A latch or floor catch etc should be provided to enable the crew to secure the door in an
open position for the temporary duration of the bin emptying process.
6.38
Consideration should be given to the size of any latches etc and their placement – they
must not present a trip hazard, generally impede the safe access/ingress to the bin shed
or reduce the size of the opening such that there is insufficient width to remove the
largest size bin.
6.39
The height of the bin shed must be sufficient to allow the full opening of the lid of the
largest sized bin whilst it is loaded by the residents.
6.40
The floor of the bin shed and any paths / access areas to the bin shed must be smooth
and free of obstructions (eg benches, shrubs/trees, washing lines, flower beds,
kerbstones, gravel etc). They should be of solid construction, e.g. macadam, concrete,
paving; to prevent bin wheels sinking into soft ground when full.
6.41
Any paths / access areas to the bin shed must be wide enough to accommodate the
wheeling of the largest size of bin with an operative at either end.
72
Section C: Detailed Design Issues
7
Street User’s Needs
Pedestrians
7.1
The Council recommends that developers consult Section 6.3 of MfS1 and Section 5 of
MfS2, which comprehensively details the methodology for designing footways and
footpaths. The starting point should be to look at existing pedestrian routes in the form
of footways, footpaths (including public rights of way) as well as informal routes that
have been created across highway verge, public open space, or other land due to local
demand. Opportunities should be taken to provide any missing links in the network, or
to upgrade existing facilities. Where appropriate, use of the Pedestrian Environment
Review System (PERS) developed by TRL is encouraged to undertake such a review.
The Council HDM Team can advise on the use of this system.
7.2
In accordance with paragraph 5.2.2 of MfS2, the Council requires that where pedestrians
are likely to be present in significant numbers footways should normally be provided
along both sides of highways, particularly in urban areas.
Widths
7.3
The widths of footways should reflect the likely usage. A minimum unobstructed width of
2 metres is required for footways/footpaths in residential areas. A narrower width may
be permitted over a short distance to avoid an important existing feature where there is
no simple alternative. However, it is essential that this does not compromise space for
utilities apparatus and use of the footway by the mobility impaired - further guidance on
the latter can be found in Inclusive Mobility. The design of a shared cycle link should
comply with the Council’s Cycle Facility Guidelines. Where a Developer proposes
footway or shared use path widths that are below these specified minimums, early
discussion with the Council’s HDM Team is recommended and a reasoned justification
should be provided.
7.4
In accordance with paragraph 6.3.22 of MfS1, the Council does not stipulate a maximum
width for footways or footpaths. You should consider providing additional width when a
footway is adjacent to a heavily used or industrial carriageway, or is next to gathering
places such as the front of schools and shops.
7.5
Footways and footpaths should not have any overhanging elements from adjacent
structures below a height of 2.6 metres - for example - porch roofs, awnings, garage
doors, or windows. A licence (see Section 177 of the Highways Act 1980) may be
required for any permanent or temporary structure (such as a window, advertising board,
shop sign, banner, and crane jib) that will be over the public highway.
73
Gradient
7.6
It is preferable to have footways and footpaths as level as possible along their length.
Longitudinal gradients should ideally not be more than 5%. However, when the
topography of the site makes it impossible to achieve this then the maximum allowable
gradient is 8%.
7.7
The crossfall of the footway or footpath should never exceed 1:40 (2.5%).
Pedestrian Crossings
7.8
Pedestrian crossings should be sited to match desire lines as closely as possible. The
Assessment Framework in LTN 1/95 for all proposals for new at-grade pedestrian
crossings or changing an existing type for another must be completed.
7.9
In addition to ensuring provision for crossing the carriageway at all junctions, you should
consider where pedestrians may want to cross the carriageway at other locations.
Paragraph 6.3.9 of MfS1 recommends that formal or informal crossings be provided at a
frequency of every 100 metres. Footway/verge crossings providing access to private
driveways are unsuitable for that purpose.
7.10
Each pedestrian crossing should have suitable dropped kerbs with an up stand of 0mm.
Tactile paving should be provided in accordance with the document Guidance on the
Use of Tactile Paving Surfaces.
7.11
Gullies should not be positioned adjacent to dropped kerbs at pedestrian crossing
points. If this is unavoidable then they should be fitted with pedestrian friendly C250
gratings.
Vehicle Crossovers
7.12
If it is necessary to provide a vehicle crossover, for example to allow access to off street
parking, then the normal cross fall of the footway should be maintained from the back
edging.
7.13
Vehicle crossovers should have suitable dropped kerbs with a maximum upstand of
25mm. They should not be used as pedestrian crossing points.
Drainage
7.14
It is important that footways and footpaths have sufficient drainage to prevent standing
water. They should not allow water run-off onto private land.
74
Footpaths
7.15
The Council will generally expect to adopt footpath links that fall into one or both of the
following categories:

7.16
Footpaths that provide the most direct and practicable route for pedestrians
and will serve more than two properties, where this function if not fulfilled by a
footway. The last portion of a cul-de-sac footpath serving one or two
properties will be considered for adoption if it is constructed to the appropriate
standard.
Footpaths that form direct through routes within a development area.
Footpaths that will not normally be considered for adoption includes those in the
following categories:


Secondary footpaths located at the rear of dwellings
Secondary footpaths that provide inferior alternatives to other footpaths or
footways that are to be adopted
Public rights of way not to an adoptable standard.
Public Rights of Way (PROW)
7.17
It is important that the implications that any development may have for the existing
PROW network are fully considered. Not only will some PROW need improvements to
be properly incorporated into a development, but others may require stopping up or
diversion. Developers should take into account the existing function and character of a
PROW and should not assume that it will be acceptable to divert it along a new road.
7.18
PROW are recorded on the Definitive Map and Statement for Gloucestershire. The Map
and Statement are the legal record of all recorded public rights of way in the County and
are managed by the Council. Both are available for viewing at Main Reception, Shire
Hall, Westgate Street, Gloucester.
7.19
PROW are highways established in law, albeit usually with more limited public rights
than streets and roads, and are protected from being obstructed or diverted without
proper authority. The Council will not encourage vehicular use of any PROW. The
Council should be consulted before any work is carried out that may affect the route or
surface of a PROW .
7.20
The grant of planning permission does not entitle a developer to obstruct a PROW. If a
PROW needs to be diverted or stopped up there are processes under the Town and
Country Planning Act 1990 (usually dealt with by the LPA), or under the Highways Act
1980 (dealt with by the LHA) in the case of development granted planning permission
retrospectively, which will need to be followed. There is no guarantee that a legal Order
will be confirmed simply because planning permission has been granted.
75
7.21
Until such time as an Order has been made and subsequently confirmed, the legal line
of the PROW remains unaltered. Even where a development does not directly affect a
PROW it may be that ancillary works such as the storage of materials and plant, or
vehicle access routes, may do so. Where the route of a PROW may be temporarily
affected by your development, it is possible to apply to the Council for a temporary
closure. When work is complete the path should be fully reinstated to the appropriate
condition so that it is fit for public use.
7.22
Any development works or building materials on the line of the PROW could render a
developer or contractor liable to prosecution if no legal order has been confirmed for a
permanent diversion, or no temporary closure order has been agreed.
7.23
To avoid delays it is recommended that a developer considers the following:





7.24
Investigate the presence of PROW at the pre-application stage;
Incorporate PROW along a dedicated route rather than along new estate
roads within a proposed development whenever possible;
Allow sufficient time for the formal processing of Orders for the closure or
diversion of a PROW, which can take up to six months if unopposed and
eighteen months to two years if the Order is opposed;
Do not start building work until the Order is confirmed;
Consult the Council’s Public Rights of Way Team before erecting any new
stiles, gates etc., across any PROW, as any such new structures must be
properly authorised.
Consultation with the Council’s Public Rights of Way Team before
undertaking any works on site that affect a PROW.
The Developer will be required to meet all costs for providing and erecting signposts as
well as any costs related to legal fees associated with any diversions or temporary
orders. The Council may be able to provide sign-arms, which accord with legal
specifications, at a relatively small cost.
Cyclists
7.25
As part of the design process, you need to take account of potential new trip makers to
the site by cycle and to ensure that existing cycling trips on the highway network are
either improved or at least not made worse.
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7.26
Clearly every scheme and location needs to be considered on its own merits. The
Council expects the following guidance to be followed when identifying the appropriate
type and design of cycle facilities and cycle-friendly infrastructure that are required:

Gloucestershire County Council Cycle Facility Guidelines

Local Transport Note 02/08 - Cycle Infrastructure Design (DfT).

TA90/05 (DMRB) – The Geometric Design of Pedestrian, Cycle, and Equestrian
Routes (DfT).
7.27
A cycle route does not have to comprise specific cycle facilities, as long as it is direct,
safe, convenient and easy to use.
7.28
In accordance with paragraph 6.4.1 of MfS1, Cyclists should generally be
accommodated on the carriageway. In areas with low traffic volumes and speeds, there
should not be any need for dedicated cycle lanes on the street. Therefore, it is important
and desirable that the speed and volume of traffic is appropriate to encourage cyclists to
use the carriageway. The provision of off-line routes should only be considered if other
factors make it impossible to create the right conditions for cyclists to use the
carriageway, or a short cycle link provides an advantage in distance terms, or the route
is for mainly recreational purposes.
7.29
When developing new schemes for cyclists, before and after surveys should be taken to
assess what impact they have on levels of cycling in that location.
7.30
The Council’s Cycle Facility Guidelines specifies the requirements for Cycle Parking
facilities at new development.
7.31
For non-residential development, it is expected that the Travel Plan, where required, will
review the potential for cycling and identify the need for on-site cycle facilities in addition
to cycle parking and off-site cycle infrastructure. Such on-site cycle facilities will include
showers and changing rooms, lockers for the storage of equipment and clothing, and
any other identified design features that will encourage cycling as a mode of transport for
employees and visitors alike.
Public Transport
7.32
Where practical, the Council expects the majority of new development to have access to
high quality public transport facilities to ensure that the opportunities for the use of
sustainable transport modes are protected and exploited. All developments that
generate significant amounts of movements should take up the opportunities for
sustainable transport modes, depending on the nature and location of the site. Such
developments will generally be located where the need to travel will be minimised and
the use of sustainable transport modes can be maximised. Where appropriate bus or
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rail services do not exist, contributions may be sought from the developer to secure their
provision or to enhance an inadequate existing provision. Contributions may also be
sought for public transport infrastructure, including railway lines, stations and bus
facilities.
Bus Routes
7.33
In respect of developments that generate significant amounts of movement, the
proposed roads likely to be used by buses should be identified at the outset of the
design stage and should be sufficiently extensive to ensure that the entrance to each
dwelling is within a reasonable walking distance of a bus stop (when measured along the
most appropriate walking route rather than the direct ‘crow flies’ distance).
7.34
Large phased developments should make provision for the earliest phases to be served
by buses. The provision and phasing will require detailed consideration at the planning
application stage and will need to be incorporated into any legal agreement tied to the
planning consent.
7.35
The Council does not operate commercial bus services and cannot specify the routing of
commercial bus services. Therefore, developers should ensure that identified bus
routes within a development allow for buses to travel in both directions. It should always
be possible to pass two buses along the majority of the proposed route except in agreed
localised narrowing.
Bus Stops
7.36
The provision and location of bus stops should be planned at an early stage and made
the subject of a safety auditing process to ensure stops are not placed in hazardous
areas on the network. The stop must be clearly marked on all plans well in advance of
any house building operations and brought to the attention of potential house buyers to
avoid any problems when a service starts at a later date to the occupation taking place.
7.37
Stops should be located to give the best penetration into the development site by means
of associated footpaths and they need to serve the greatest catchment area possible in
terms of convenience. Pedestrian crossing facilities may need to be considered on
busier roads to provide safe and convenient access to and from bus stops.
7.38
In the exceptional circumstances where a cul-de-sac is unavoidable on a development
that is to be served by a bus service, it will be necessary to provide adequate turning
facilities at a suitable point within that development. These facilities will usually coincide
with the position of a bus stop and the planning of such facilities must be well thought
out in respect of any potential frontages both in terms of possible on-street parking and
the nuisance sometimes associated with bus stop facilities. Even along a no through
road, attempts should be made to ensure that there is a loop road enabling buses to
return along the street without having to reverse back and forth.
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7.39
Bus stops provided on, or adjacent to existing highway networks should be placed as
close as possible to footpaths and footways providing access into the development. The
design specification for new bus stops is included within Appendix K.
Design Issues
7.40
The popularity and sustainability of public transport systems relies heavily on the public
perception of personal security, anti-social behaviour and vandalism. The operating
strategy will be affected by incidents affecting staff safety and security, which occur
particularly at night. The design of the overall system and its component parts must take
into account all environmental design issues which will help reduce the opportunity for
crime and anti-social behaviour. These issues are discussed in greater detail in Section
4.3 on Crime Prevention.
7.41
Where Park and Ride car parks are built to support sustainable town and city public
transport systems, then in order to encourage their use the facilities must be to the
minimum required standard of the ACPO approved Park Mark - Safer Parking Scheme
and should include facilities and generally embrace the concepts of ‘Car Parks Are for
People’. Further advice is available from Gloucestershire Constabulary's Crime
Prevention Design Advisors.
Real Time Passenger Information
7.42
Certain bus routes within the County make use of Real Time Passenger Information
systems (RTPI) and where applicable the Developer will need to ensure that bus
shelters on the proposed route have the necessary ability to either have the shelter fitted
with the RPTI equipment from the outset or at a later date. RTPI is a system which
provides waiting passengers with details of when the next bus is due. The Council’s
HDM Team will be able to advise on whether routes serving a proposed development
need to be RTPI compliant. A commuted sum will be required in such instances for the
continued maintenance of the system.
7.43
As part of a Development Travel Plan, consideration should be given to the installation
of RTPI systems within houses or buildings being constructed as part of the
development. Such systems would provide information on bus services to residents,
employees or visitors to a development enabling them to time their journey to the
nearest bus stop based on the available information.
Bus Priority Measures
7.44
Opportunities to provide bus priority measures to improve bus service reliability for
existing and enhanced bus services serving the development should be identified as part
of the Development Travel Plan. Measures could include bus lanes, bus priority
equipment at signal controlled junctions and bus only routes connecting the
development to the local highway network. The potential for such measures should be
discussed with the Council at the earliest possible opportunity.
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7.45
Where a Bus Gate is provided, this should be designed so as to deter use by other
vehicles. The Council favours camera enforcement for Bus Gates, and has introduced
such systems at existing Bus Gates within Gloucestershire. The Council favours a
camera system developed by S.E.A. (www.sea.co.uk) using the ROADflow Flexi
equipment. The Council would expect any networks requiring bus only gates to have this
equipment fitted or the payment to the Council of a sum (current at the time of the
agreement) for fitting at a later date. Further information should be sought from the
Council prior to firming up any such proposals.
Rail
7.46
Where a development is adjacent to a railway line or other rail infrastructure (stations,
sidings, freight facilities), then the Developer should consult, at an early stage, with
Network Rail. Contact details and procedures for such consultation can be obtained
from the Network Rail website (www.networkrail.co.uk).
7.47
The Council’s policies for rail are included in the Local Transport Plan
(www.gloucestershire.gov.uk/ltp3) and where a development might lead to additional
demand for rail travel, and schemes are identified within the LTP3 for rail improvements,
then financial contributions may be sought towards the delivery of those schemes.
7.48
Where a development is adjacent to a railway station, consultation should also take
place with the Train Operating Company responsible for managing that station (typically
under a lease arrangement with Network Rail). Within Gloucestershire, all rail stations
are managed by First Great Western, with the exception of Lydney Station which is
managed by Arriva Trains Wales.
Community Transport
7.49
A number of Community Transport schemes operate throughout Gloucestershire,
providing a service to those people without a car and who have limited or no access to
public transport services. In some circumstances, where residential development is
proposed in parts of the County without public transport services, a financial contribution
may be sought towards the support of community transport schemes to ensure that
people living in the development have some access to services regardless of the
availability of a car within the household.
Service Vehicles
7.50
All developments will need to cater for access by service vehicles of varying types,
ranging from refuse collection vehicles to large articulated lorries. The developer should
give consideration to the number and type of service vehicles that will be required to
enter a development, and to make due provision for such access when designing the
road layout. This will largely be dependent on the adoption status of the road under
consideration and whether they would pose an unacceptable hazard.
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7.51
Where no provision is made for service vehicles to enter a development then communal
waste collection points should be provided to the satisfaction of the Waste Authority,
whilst the developer will be required to demonstrate to the Council that delivery vehicles
would be able to complete deliveries in a safe and convenient manner.
7.52
If a private access is designed to accommodate service vehicles then the road width will
need to be suitable to accommodate the largest vehicle that can reasonably be
anticipated. If necessary, this can be checked by using swept path analysis, and
account should be taken of any need to pass other vehicles both along the access and
at the nearest junction.
7.53
Whenever a turning area is proposed that may need to accommodate service vehicles,
then vehicle swept path analysis should be carried out utilising, as a minimum, the swept
path for a 3 axle refuse vehicle. The developer should be able to justify the grounds for
using a particular vehicle category when undertaking the swept path analysis.
7.54
Comprehensive guidance on designing layouts to accommodate service vehicles can be
found in Section 6.8 of MfS11.
Emergency Vehicles
7.55
When designing any highway scheme, it is important that consideration is given to the
impact it may have on the ability of the emergency services to respond to incidents and
perform their duties. For this reason, it is essential that a developer consults with the
following persons during the design and planning stages:
Chief Constable of Gloucestershire Constabulary
Chief Fire Officer of Gloucestershire Fire and Rescue
Chief Executive of the South Western Ambulance Service
7.56
In general, developments should be designed to enable access to all parts of the
development by emergency service vehicles, and the use of cul de sac layouts should
be kept to a minimum to facilitate such access.
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82
8
Street Geometry
Street Dimensions
Swept Path Analysis
8.1
All internal estate roads should be tracked using a 3 axle refuse vehicle. The swept path
should be no closer than 500mm from any kerb, vertical structure, tree, or formal parking
space.
8.2
Car parking spaces should be tracked using an estate car (1715 mm width x 4223mm
length).
Carriageway Widening at Bends
8.3
The swept path of vehicles on bends is greater that the width of the vehicle itself. To
enable vehicles to pass, curve widening in accordance with the swept path analysis of
the vehicles likely to use the proposed street is required.
Vertical Alignment
8.4
The vertical alignment of a road must provide the minimum stopping sight distances in
accordance with Manual for Streets.
A visibility envelope shall be measured from a minimum drivers eye height of between
1.05m and 2.0m to an object height of between 0.6m and 2.0m all above the road
surface. It shall be checked in both the vertical and horizontal planes between any two
points.
Vertical Curves
8.5
Vertical curves should be provided at all changes in gradient. To ensure reasonable
standards of comfort at sag curves and to provide the appropriate visibility at crests,
vertical curves should be the greater of either:
i]
indicated by the formula L = KA, where L is the curve length in metres, A is the
Algebraic difference in gradients (expressed as a percentage) and K has a
value selected from Table 8.1 or
ii]
shown in the fifth column of Table 8.1.
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Table 8.1 – Vertical Curves
Design Speed Desirable min.
(kph)
Crest K value
50
32
24
Absolute min.
Crest K value
10
6.5
6.5
6.5
6.5
6.5
Absolute min. Min.
Vertical
Sag value
curve length (m)*
9
9
9
30
30
30
*With evidence based justifications relaxations may be permitted
Gradient at Junctions
8.6
The maximum longitudinal gradient on a minor road approach to a junction should not
exceed 5% (1 in 20) for the distance specified in Table 8.2 measured from the nearside
edge of the major carriageway. It should be noted that when the minor road approach to
the junction is downhill rather than uphill a longer distance with a gradient not exceeding
5% is required. This is intended to reduce the risk of vehicles sliding onto the major road
in icy conditions.
Table 8.2 - Maximum Distance for Longitudinal Gradient at 5%
Minor Road
Residential Road
Residential Road
Local Distributor
Distance along Minor Road measured from
nearside edge of Major Road Carriageway
[metres]
Major Road
Residential Road
Local Distributor
District and Distributor
Downhill Approach
15m
20m
30m
Uphill Approach
10m
15m
15m
Frontage Access
8.7
The Council will not usually consider a private access serving fewer than 6 dwellings
(inclusive of any existing dwellings) for adoption. However, the Council will apply the
Advanced Payment Code to all development comprising 2 or more buildings. You are
encouraged to create layouts and construct the street to an adoptable standard
regardless of whether the access is to be offered to us for adoption.
8.8
The Council cannot insist that an access serving a development is adopted, but a
developer should consider the following factors when deciding whether to offer an
access for adoption or whether to retain it as a private access:
84





The cost of complying with the Advanced Payment Code
Responsibility for future maintenance liabilities.
Responsibility for street cleaning.
The provision, standard and future maintenance of lighting, drainage and
related infrastructure.
The Local Highway Authority would have no powers or responsibilities under
the Highways Act 1980 if the access remains a private road.
8.9
Poorly maintained private areas can also detract from the quality and visual appearance
of a development. The maintenance of private roads is a very common cause of
neighbour disputes.
8.10
Developments served by a private access should be designed to avoid use as a through
route by general traffic, as such use could add to the liabilities and responsibilities of
future owners and residents.
8.11
On residential and commercial developments where it is necessary to protect frontagers’
interests the Council will serve a notice on the person by or on whose behalf plans were
deposited with the local authority in accordance with building regulations relating to the
erection of a building/s. Following an assessment of the cost of the proposed road works
under the Advance Payments Code (APC) procedure a notice will be issued which will
include a sum that is required to be paid/secured by the person named in the notice.
More detailed information on the APC procedure can be found at Sections 219 - 225 of
the Highways Act 1980.
8.12
If a developer clearly indicates that the development roads are to remain private, the
Council may also require that:





Road signs indicating that the roads are unadopted should be erected and
maintained by the developer for as long as the road remains private,
The developer should provide evidence that they have clearly stated to
potential purchasers of the dwellings what the implications for purchasing a
property fronting a private road are.
The developer should provide evidence that future maintenance of the roads
and associated infrastructure has been secured, for example through an
unilateral undertaking under Section 106 of the Town and Country Planning
Act 1990 to set up a maintenance company,
The developer should indemnify the Council against future petitioning by
residents to adopt their road. This should normally be a legal covenant
placed on the properties to prevent petitioning. The wording of the covenant
must be approved by the Council.
The boundary between the private access and the publicly maintained
highway is clearly marked by a concrete edging, boundary posts or similar.
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Frontage Access Design Guidance
8.13
Standing Advice has been published relating to development of 5 dwellings or less
accessed from either a Class 3 highway subject to a 30mph speed limit or accessed
from a Class 4 (or lower) highway - see Appendix C. The Local Planning Authority will
continue to consult with the Council on those smaller developments that access onto a
Class 1 or 2 road or onto a Class 3 highway subject to a 40mph speed limit or higher.
8.14
If the access to a single dwelling crosses a footway or footpath then minimum levels of
pedestrian to driver visibility must be provided and kept clear from obstruction, with no
planting within these areas (see Figures 8.1 and 8.2).
8.15
The Council requires that a private access is surfaced in a bound material over at least
the first 5 metres adjacent to the public highway to minimise the risk of loose material
being carried onto the highway.
8.16
The gradient of a private access must not be steeper than 7% [1:14] within at least 6
metres where it adjoins the public highway.
8.17
If the access is gated, the gates must only open away from the public highway onto the
private land being accessed. Gates should normally be set back at least 5 metres from
the carriageway edge to allow vehicles to pull off the highway (in order to open the
gates) without causing disruption to the flow of traffic.
8.18
The Council may allow the distance the gates are set back to be reduced to 2.4 metres
in lightly trafficked urban environments (for example, where peak hour traffic flows are
less than 300 vehicles per hour) where highway safety is not considered to be
compromised.
General Layout of Frontage Access
8.19
A private access should not be located closer than 20 metres to any junction.
Vehicle Crossovers
8.20
In built up areas it will be more appropriate for the access to a development comprising
more than one dwelling to be formed using a vehicle crossover rather than a
conventional bell mouth. This arrangement assists with maintaining pedestrian priority
along the front of the development and reduces vehicle speeds whilst entering the
development (see Figure 8.3 below)
Junction
8.21
A gateway feature is likely to be required for a private access served by a bell mouth to
warn users that they are entering a shared surface area. Suitable levels of visibility
between drivers exiting the development and pedestrian using the footways must be
provided (see Figure 8.4 below).
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Private Access Remote From The Highway:
8.22
Where a development of more than one dwelling is situated off a Class 1 or 2 road or a
Class 3 highway subject to a 40mph speed limit (or higher), the access and any turning
areas should be constructed so that they can cater for an emergency, commercial or
service vehicle. The minimum width for access should be at least 5.0 metres (with
additional allowance on a bend, and with walls or boundary fences set back a further 0.5
metres on each side) and fire vehicles should not have to reverse more than 20 metres.
Your development must be in line with British Standard BS5906, 2005 and Building
Regulations Approved Document B, Fire Safety 2006.
Construction Standards for a Private Access
8.23
All works within the public highway (whether a dropped kerb or new junction) must be
constructed to the County Council’s requirements (see Table 12.2). Where the private
access serves more than two dwellings, all of the access should be constructed to a
standard suitable for adoption as public highway.
8.24
A vehicle crossover will need to be constructed in accordance with the Council's vehicle
crossover construction specification.
Figure 8.1 – Standard private access for one dwelling
87
Figure 8.2 – Alternative private access for one dwelling
NOTES TO FIGURES 8.1 and 8.2:
1) A surface water catch drain shall, where required, be located across the width of the driveway just
behind the entrance gate position
2) The splayed area within at least five metres of the carriageway edge shall be hard surfaced in an
approved bound material
3) The entrance gates shall be located at least five metres back from the nearside carriageway edge
and hung so as to open inwards away from the highway
For ease of illustration the above layout does not include the visibility sight lines, further advice on the
appropriate design standard to apply can be found in section 3.0
88
Figure 8.3 – Standard private access for more than one dwelling in urban area
89
Figure 8.4 – Standard private access for more than one dwelling in non-urban
areas
New Footway/Verge Crossings
8.25
Regardless of whether or not planning permission is required and/or obtained for a new
vehicular access, the Developer will need authorisation from the Council before a private
vehicular access (also known as a dropped kerb) can be constructed from the highway
into a private property, or before carrying out works to an existing one, unless it is
included within works being carried out under a Highway Works Agreement.
8.26
Before approval can be given for a new access, or for alterations to an existing access,
the Council will need to ensure that the site does not detrimentally affect the safety of
other highway users.
8.27
The construction of a dropped kerb for a vehicular access is governed by the Highways
Act 1980 and the New Roads and Street Works Act 1991. Such construction is
controlled, approved and licensed by the Council.
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8.28
Planning permission may be required from the Local Planning Authority (the relevant
District/Borough/City Council). The contact details for each of the relevant Councils can
be found within the Contacts Section.
Checking Underground Utility Services
8.29
The Developer will need to contact each of the Public Utility Companies to determine
details (position and depth) of any services that they may have in the ground at the
location to be excavated (contact details will be provided in the application pack).
Choosing a Contractor
8.30
The Developer is advised to obtain at least 3 different quotes for the works. The chosen
contractor will need to hold a valid accreditation under the New Roads and Street Works
Accreditation Scheme to work within the public highway.
8.31
The Developer will also need to have in a place a current Public Liability Insurance
Policy providing cover for up to £10m.
Safety Considerations
8.32
The Developer must ensure that any gates that are installed on private land must not
open outwards over the carriageway, footway or verge.
8.33
Surface water from a private paved area must not be allowed to flow out across the
footway or onto the carriageway.
8.34
Vehicles on the access must not obstruct pedestrians.
8.35
Where there is a significant change in gradient directly adjacent to a proposed highway a
1m wide level area shall be provided prior to the change in gradient.
Funding the New Access
8.36
The Developer will need to fund all costs involved in the construction of the access,
there are no grants or loans available from us for such works.
8.37
The Developer will need to pay fees to cover the cost of inspecting the proposed site,
processing the application and inspecting the works whilst they are carried out. Full
details of the current fees are provided within the application pack.
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Request an Application Pack
8.38
Applications for new Footway Crossings are dealt with by Amey Highways
Gloucestershire. To request an application pack, or to obtain further information a
Developer should contact Amey Highways Gloucestershire on 08000 514 514.
Turning Areas
8.39
If a private access:


serves more than one dwelling, and;
adjoins a class 3 highway with a speed limit greater than 30mph, or adjoins a class
1 or 2 highway,
then a vehicular turning area must be provided that enables a vehicle that are likely to
use the access to leave and enter the highway in a forward gear. If a Developer
proposes not to provide a turning area where the above criteria are met, then early
discussion with the Council’s HDM Team is recommended and the reasoned justification
for the proposal should be supplied. The Council may require a safety audit to be
undertaken on such proposals.
8.40
If an adoptable cul-de-sac is accessed off a Class 1, 2 or 3 highway or is greater in
length than 20m then a vehicular turning area must be provided suitable to
accommodate a large refuse vehicle.
8.41
Where a turning area is required then a tracking assessment should be provided
indicating the largest type of vehicle that will be making a three point turn manoeuvre.
8.42
Paragraph 7.10.2 of Manual for Streets provides further information on designing
vehicular turning areas. See also Figures 8.5 and 8.6 for potentially adoptable turning
heads that cater for some refuse vehicles - you should consult the relevant Local
Authority to establish their requirements for refuse, and recyclables, collection and the
sizes of vehicle used.
8.43
The layout of the development should include measures to make sure that parked
vehicles do not prevent the proper use of any turning areas.
92
Figure 8.5 - Example Turning Head Dimension
Figure 8.6 - Alternative Turning Head Dimension
93
94
9
Parking
Car Parking
9.1
This section of MfGS provides guidance on the provision of parking at new development
for cars, cycles, motorcycles and, where appropriate, coaches and lorries. The policy
and guidance framework for such provision is provided by Gloucestershire’s Local
Transport Plan (LTP), the NPPF, Local Plans and associated best practice guidance.
9.2
The guiding principle that will be applied by the Council towards parking provision is that
sufficient parking should be available within a development to ensure that environmental
and safety problems do not occur in the surrounding area as a result of overflow parking
generated from the development. The parking facilities should be integrated within the
overall design of the development so that they are easy, safe and attractive to use, and
so that parking in inappropriate locations is deterred.
The Issues Surrounding Parking
9.3
Parking can be a contentious issue and is commonly raised as a significant problem
during transport and local scheme related consultations and parish plans.
9.4
Unmanaged parking in residential environments can cause a whole host of issues, such
as:







Access issues to properties
Road safety
Difficult driving conditions
Blocked paths
Visibility obscured
Congestion caused by parking on narrow roads
Difficulties for larger vehicles including emergency services and buses
caused by on-street parking
9.5
A lack of adequate parking provision can lead to overspill on to residential streets and
footways, causing resident concerns and highway safety issues.
9.6
The document Residential Car Parking Research identifies the following factors as
having a significant influence on car ownership and car parking demand:






Dwelling size, type and tenure
Dwelling location
Availability of allocated and unallocated parking spaces
Availability of on- and off-street parking
Availability of visitor parking
Availability of garage parking
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9.7
The NPPF recommends that if setting local parking standards for residential and nonresidential development, local planning authorities should take into account: The accessibility of the development;
 The type, mix and use of the development;
 The availability of and opportunities for public transport;
 Local car ownership levels; and
 An overall need to reduce the use of high-emission vehicles.
9.8
Further guidance on parking provision in new developments is provided in the document
Car Parking: What Works Where.
Car Parking Standards
9.9
There are currently no local car parking standards for Gloucestershire. However,
Developers are encouraged to calculate the parking demand that would be generated by
the proposed development using the methodology set out in the NPPF and submit this
evidence with the planning application. 2011 Census data in respect of car ownership is
available for super output areas and this should be the starting point for determining
likely car ownership levels for you development.
Allocated and Unallocated Parking
9.10
The allocation of spaces to individual dwellings can have an adverse impact upon the
efficiency of car parking provision. Allocated parking spaces include any spaces within
the curtilage of a property (e.g. garage or driveway parking) and any spaces in
communal areas where the space is reserved for one particular property.
9.11
On-street spaces upon public highways are always unallocated. However they can be
reserved for a particular purpose such as disabled person’s or residents parking through
the making of relevant Traffic Regulation Orders. The costs associated with making
such Orders will need to be funded by the Developer.
Parking Bays
Adoptable Parking Bays
9.12
Parking bays adjacent to the adoptable highway are the only type of parking area
considered by the Council as adoptable. The number of bays will be dependent upon
the overall parking requirements and layout for the development and the Developer will
need to provide reasoned justification for the proposed provision to the Council’s HDM
Team. The bays should be designed so as to fit well within the development layout, and
consideration should be given to the sub-division of parking bays into smaller clusters
using build outs with hard or soft landscaping.
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9.13
Parking Bays should have the following dimensions:






9.14
When parallel and adjacent to a footway, they should be 6m long and 2m
wide;
When parallel and adjacent to a boundary structure set back at least 1.8m,
they should be 6m long and 2m wide;
When parallel but adjacent to a boundary structure set back less than 1.8m,
they should be 6m long and 3.2m wide;
45 degree splayed ends;
When at right angles to and contiguous with carriageways they should be at
least 4.8m long and 2.4m wide;
Larger parking spaces should be provided for use by disabled people.
For bays at right angles to the carriageway there should be 6m of vehicular use road
surface in front of the bays to allow for access movement. An additional 800mm paved
strip shall be added to the width of any footway that abuts the back edge of a parking
space to allow for vehicular overhang.
Non-Adoptable Parking Bays
9.15
A simple driveway hard standing without a turning area should be laid out so as to:



enable any entrance gates to be opened inwards whilst a car is parked on
the hard standing;
enable any garage door in front of the hard standing to be opened and/or
a car to be parked without the car projecting on to the highway;
enable pedestrian movement past the car if the driveway provides the
sole means of pedestrian access to the dwelling.
9.16
The minimum recommended distance between the front of a garage and entrance gates
is 7m. Where entrance gates are not to be erected this distance can be reduced to 6m.
These requirements should be regarded as essential on Primary Routes and Classified
Roads, as these routes tend to busier and, on occasion, high speed, meaning that any
vehicle parking in the carriageway whilst gates or garage doors are opened would
potentially conflict with moving traffic. Where a development is located on the
unclassified road network, then lower distances will be considered.
9.17
The minimum recommended length of any parking space within the curtilage is 5.5m.
9.18
If the driveway is to be used as both vehicular and pedestrian access to the dwelling, the
parking area should have a minimum width of 3.2m, otherwise the width can be reduced
to a recommended minimum of 2.4m, unless adjacent to boundaries when the
recommended minimum width is 3.0m.
9.19
Where a property is to be divided into several residential units which increase parking
requirements, a communal parking area may be provided.
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Garages
9.20
Garages located on plots for individual properties should be located so that:


Cars can park in front of the garage without obstructing the highway
(including the footway), and
The garage doors can be opened without the car being moved.
9.21
Experience from other areas of the country would indicate that approximately 75% of
garages are not used to store vehicles. When calculating parking provision, therefore,
unless use of the proposed garage can be conditioned to be retained available for the
storage of a motor car, the garage will not counted towards the overall provision of car
parking. .
9.22
In addition, the proposed garages must meet the following minimum internal
calculations.



9.23
Standard single = 6m x 3m, with minimum door width of 2.4m
Use by disabled = 6m x 3.3m with minimum door width of 2.8m
Double = 6m x 6m, with minimum door width of 4.2m.
If a dwelling has no separate parking for cycles, this may affect the decision as to
whether or not the garage should count towards car parking provision. A garage should
also have an electricity supply suitable for use for charging electric vehicles.
Disabled Parking Provision
9.24
The minimum acceptable dimension for a single widened bay should be 3.6m wide by
4.8m long. In most cases this will provide sufficient room for the car door to be fully
opened, enabling easier access.
9.25
Where the parking bay is located at a right angle to a street with high vehicular usage
then it should be 6.6m long to enable sufficient room to access the boot of the car and
remove/replace a wheelchair.
9.26
In areas where there is the requirement for multiple widened bays then the use of shared
transfer zones helps to reduce the total land area required.
9.27
For buildings where it is necessary to make provision for a mini bus, for example a
sports centre or care home, the minimum dimensions of the parking bay should be 6m
wide by 11m long. This will allow for the operation of a ramp to the rear or side of the
mini bus.
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Parking for Heavy Goods Vehicles
9.28
Changes to driver regulations in recent years have placed a greater emphasis upon the
suitable provision of lorry parking facilities. At commercial developments, as well as
designing for the access and manoeuvring of service vehicles, it may be that additional
provision is required for lorries parking for a period of time whilst a driver is, for example,
on a rest break. Increasingly, lorry parking takes place on industrial access roads or in
lay-bys, and to ensure that such parking does not take place in environmentally
unsuitable locations it is important that developments that will generate trips by Heavy
Goods Vehicles make some provision for lorry parking within their design.
9.29
Accordingly, on Industrial (B1(c)/B2 and warehousing/distribution (B8) developments,
appropriate provision should be made for HGV parking as required for the specific
operation of the site. Provision should be assessed on a site-by-site basis, taking into
account the proposed operations at the site and the space required.
9.30
The following factors should be taken into account when designing lorry parking facilities
as part of a development:
9.31

Lorry parking should not obstruct the highway.

Facilities should have a safe access from the highway.

The construction of the lorry parking area should be capable of taking the axle,
steering and braking loads.

The parking area must be of a sufficient size and shape to minimise manoeuvring
to park.

The parking area should be located so as to minimise noise and other nuisance
and hazards to neighbouring development.

There must be sufficient capacity to cater for maximum demand generated by the
development, with no overspill parking onto the adjacent highway.

Drainage systems should be designed so as to minimise the risk of pollutants
entering the public drainage system.

Clear signage to direct drivers to the parking area.
The Council will not set prescribed standards for lorry parking provision, but will expect
the Developer to produce a reasoned justification for their proposed provision based on
the factors listed above.
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Cycle Parking
Non-residential
9.32
The Council encourages the safe use of cycles. Therefore, secure, convenient parking
for cycles should be included within all new developments. The Cycle Facility
Guidelines set out in Appendix L set out the design requirements that will be applied to
cycle parking provision. If the Developer proposes to use different standards or designs
for cycle parking, then early contact with the HDM Team is recommended.
9.33
Parking for staff and other long-stay users may need to be different from that for shortstay users. Ease of access needs to be balanced with security. Cycle parking provision
should be at a level to ensure that the opportunities for cycling are protected and
exploited.
9.34
Staff and other long-stay parking should ideally be located within the main building. If
this is not possible then it should be located close to the entrances and must be closer
than any corresponding car parking (staff cycle parking should be close to staff
entrances). It must be secure, covered, well-lit and easily observed. Employers should
provide lockers, showers and changing facilities.
9.35
Short-stay parking must be close to the appropriate building entrances and closer than
car parking. It must be secure, clearly visible, well-signed and easily accessible. It will
preferably be covered but not so as to compromise safety and security.
9.36
For convenience, and to encourage cycling, it may be preferable on a larger site to have
clusters of cycle parking facilities rather than one central point.
Cycle Parking Specification
9.37
Cycle parking should be in accordance with the Council’s Cycle Facility Guidelines.
Residential
9.38
A minimum provision of 1 cycle parking space per dwelling is required for residential
developments. It is anticipated that in the majority of cases cycle parking can be
adequately accommodated within garages, sheds or other secure storage areas, subject
to sufficient internal space being provided.
9.39
Cycle parking should be designed at the outset into new residential developments. Every
effort should be made to ensure that cycle parking is under cover and secure.
9.40
For developments of flats, communal parking facilities should be provided as an integral
part of the development. They should be well lit, fully covered, and secure, containing
Sheffield stands as per the specification referred to in paragraph 8.3.6 above.
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9.41
Where the Developer proposes cycle parking provision that does not comply with these
requirements, early discussion with the HDM Team is recommended with reasoned
justification for the approach proposed by the Developer.
Motorcycle Parking
9.42
Motorcycle parking should be provided at all developments in accordance with the
standards set out on Traffic Advisory Leaflet 2/02 – Motorcycle Parking, the British
Motorcyclists Federation guidance Parking for Motorcycles and Scooters and the
Motorcycle Action Group guidance Secure Parking for Motorcycles..
9.43
The number and location of motorcycle parking spaces proposed will vary with the
nature of the development and whether likely use of the spaces will be for short or long
stays. As a broad guide, motorcycle parking at non-residential development should be
provided for in the range of 5-10% of the total car parking (i.e. for a 100 space car park,
between 5 and 10 motorcycle parking spaces should be provided). The Developer
should provide reasoned justification for the proposed level of provision within the TA or
TS, or as part of the planning application submission.
9.44
Motorcycle parking should be designed so that riders can adequately secure their
vehicle, and the guidance documents referred to above provide guidance on this. At
developments where long-stay parking is likely, such as employment sites, motorcycle
parking should be covered.
9.45
Motorcycle parking bays should allow for an effective distance of 2.3 metres and an
effective width of 0.9 metres.
Coach Parking
9.46
Some types of development, such as schools and colleges, sports facilities and stadia,
and tourist attractions, will require dedicated coach parking to be provided. The Council
will not specify standards for the provision of coach parking, but will review requirements
on a case by case basis. Early discussion between the Developer and the Council’s
HDM Team is recommended to discuss the methodology to be used to identify the
appropriate coach parking requirement.
9.47
Where coach parking cannot, due to limitations of the site, be provided at the
development itself, then suitable, safe and convenient drop off and pick up points will be
required, and coach parking provided at an off-site location. Where this off-site location
is not within the Developer’s control, then financial contribution may be required to
secure the provision and operation of the coach parking facilities.
Visitor Parking
9.48
Whilst there are times, such as evening and weekends, when residents are likely to
receive significant numbers of visitors by cars, this demand can to some degree be
offset by other residents being away at the same time. This balancing effect is most
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significant when a high proportion of parking spaces are unallocated and available for
both visitors and residents.
9.49
No special provision needs to be made for visitors when the carriageway is at least 5.5m
wide and where at least half of the parking provision associated with the development is
unallocated.
9.50
In all other circumstances, an additional provision of well designed and legible parking
bays must be provided within the highway at a minimum ratio of 0.2 spaces per dwelling.
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10
Traffic Management Systems
Introduction
10.1
Traffic management systems include travel signals, pedestrian crossings, and other
traffic control systems such as Variable Message Signs, Closed Circuit Television
(CCTV) cameras and other camera based vehicle monitoring systems. These systems
are maintained and managed by the Network Management Team at the Council, and are
intended to ensure sound traffic management to reduce traffic congestion and improve
road safety for all road users.
Traffic Signals
10.1
The Council has a requirement under the Traffic Management Act 2004 to ensure the
expeditious movement of all road users and to provide a safe environment for all.
10.2
Where Signal Control is the preferred option for any junction related to a development,
then the Developer will be required to provide evidence to justify the use of signals,
including comparison with alternative junction types.
10.3
Early contact with the Council at the earliest possible opportunity (pre planning
application submission) is recommended to discuss the implications of the proposals on
the highway network.
10.4
Intelligent Transport Systems (ITS) are an important tool in the monitoring and
management of the highway network. The Council is committed to the installation,
where appropriate, of ITS equipment including CCTV, Automatic Number Plate
Recognition (ANPR), Journey Time Management Systems (JTMS), Car Park
management systems, Variable Message Signs (VMS) and communication cable ducts
at or in the vicinity of any new junction onto the highway network. Alternatively, a
financial contribution to a wider route/area based ITS strategy may be required.
10.5
All junctions will be either part of the Urban Traffic Control System (UTC) in place within
the main urban areas, or, if a standalone junction, then MOVA will be the preferred
control system. At key junctions both UTC and MOVA may be requested.
10.6
The current requirement for signal aspects is that they shall be all LED type. Signal
controllers and installation cables will be Extra Low Voltage (ELV) unless otherwise
agreed by the Council. Only equipment approved by the Council will be permitted for
use on the highway.
10.7
Where a signal controlled pedestrian crossing is proposed, it should be noted that the
Council has a policy of not installing Pelican crossings - only Puffin and Toucan
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crossings are accepted. Zebra Crossings will also be considered in the appropriate
setting.
10.8
The Developer Information Pack (available in Appendix M) sets the standards and
requirements for the supply, installation and maintenance of traffic signal equipment and
associated minor civil engineering works. The Pack is intended as an aid to developers
helping them to meet the required standards. The Pack is not a design guide in its own
right and should be read in conjunction with this manual and the Design Manual for
Roads and Bridges.
10.9
One of the aims is to ensure that any new type of junction proposed for the installation on
the highway network is the most appropriate type of junction or combinations of junction
type both in the short and long term.
10.10 Developers and their design consultants / contractors are encouraged to contact the
Council’s Network Management and Major Projects Unit or the Development
Management Team to discuss proposals at the earliest possible opportunity, ideally prior
to the submission of any planning application.
Variable Message Signs
10.11 Variable Message Signs (VMS) are often used to inform drivers of traffic conditions, car
parking availability or other useful information that might assist them with their journey.
On the local highway network, three main forms of VMS are currently in use.
10.12 On some approaches to Gloucester City Centre, VMS systems are in place giving driver
information predominantly on car parking availability, although other road safety and
driver information can be displayed. For major city centre development, especially
where new or improved car parking provision is involved, financial contributions may be
sought from the Developer to enable the Council to extend or upgrade this system.
10.13 Mobile VMS, generally mounted on trailers, are often used to provide driver information
at the roadside, generally where major roadworks are taking place. Where a
development requires significant roadworks on the existing highway network, the Council
may require the use of mobile VMS to pass information to drivers in advance of the
works taking place. Such a requirement would be agreed as part of the traffic
management plan for the highway works.
10.14 Vehicle Activated Signs (VAS) are used to tackle local traffic management issues, such
as speeding, by seeking to amend driver behaviour through the use of informative
messages. Where such signs are proposed as part of a development, the type and
location of the signs should be agreed with the HDM Team and Gloucestershire
Highways, and a commuted sum based on inspecting and maintaining the equipment
over 25 years will be required to offset future operational costs associated with the
equipment. Early discussion with the Council’s HDM Team is recommended.
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Traffic Signs
10.15 Traffic signs play an important role in assisting road users by:

Providing warnings of potential hazards (e.g. a tight bend or steep gradient).

Providing instructions that need to be followed (e.g. speed limits or one-way
streets).

Providing clear directions to specific destinations (route signing to villages, towns
or specific attractions).
10.16 The Developer will be expected to identify what signs are required as part of the design
process, in accordance with the Traffic Signs Manual (TSM) as published by the
Department for Transport (www.dft.gov.uk).
10.17 The Government and the County Council are committed to reducing sign clutter. The
over-provision of traffic signs can have a detrimental impact on the environment and can
dilute more important messages. Traffic Advisory Leaflet 1/13 gives practical advice on
reducing sign clutter. It emphasizes that designers should use their engineering
judgment and local knowledge to ensure signing solutions are effective.
Copies of TAL 1/13 can be found at:https://www.gov.uk/government/publications/reducing-sign-clutter
10.18 The Council will expect that traffic signs will only be specified where the need is absolute
to fulfil the requirements of TSM.
10.19 Where works are required on the existing local road network, the Council will expect the
design process to include a review of existing signing, and will expect the Developer to
remove, replace or upgrade road signs as appropriate to accommodate the
requirements of the new development.
Road Markings
10.20 Road markings are also important to road users by:

Providing warnings of potential hazards (e.g. by notifying drivers where it is safe
to overtake).

Providing instructions that need to be followed (e.g. by indicating where drivers
should remain in a specific lane).

Providing clear directions on which lane drivers should use to reach specific
destinations, especially on the approach to junctions.
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10.21 The Developer will be expected to identify what road markings are required as part of
the design process, in accordance with the Traffic Signs Manual.
10.22 The Council will expect road markings to be provided on major roads, notably the A and
B Road network. On minor roads it may be that certain road markings, such as centre
line markings, will not be required. The Council’s Development Management Team
should be consulted on these requirements at an early stage of the design process.
Street Furniture and Other Roadside Equipment
10.23 A wide range of street furniture and roadside equipment might be required to address
specific issues in relation to traffic management. These include:

Pedestrian guardrails

Road Restraint Systems

Bollards

Verge Marker Posts

Grit Bins

Cattle Grids
10.24 Where the need for such street furniture is identified and has been agreed by the
Council, the design should be in accordance with this guidance.
10.25
Pedestrian Guardrails – see Appendix N Detailed Design Guidance to this guidance..
10.26
Road Restraint Systems – see TD 19/06 of the Design Manual for Roads and Bridges
and the Guidance on the use of the Road Restraint Risk Assessment Process (RRRAP)
associated with TD 1906 and the Design & Maintenance Guidance for Local Authority
Roads – Provision of Road Restraint Systems on Local Authority Roads published by
the Department for Transport and the UK Roads Liaison Group.
10.27 Bollards - should be cylindrical, fabricated from passively safe material and provided
with retroreflective materials as recommended in Table NA1 of the National Annex of
BS EN 12899-1:2007 Fixed Vertical Road Signs
Bollards can be a rebound type and should meet the following specification:Height above ground level
1005mm
Maximum diameter
220mm
Banding diameter
1 x 63mm and up to 3 x 12mm
Socket depth below ground
350mm
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Extended base depth below ground 300mm
Bollards should be installed to the manufacturers’ instructions.
GLASDON Manchester Bollard (or similar)
10.28
Verge Marker Posts – should be manufactured from robust material that will withstand
multiple vehicle impacts and provided with retroreflective materials as recommended in
Table NA1 of the National Annex of BS EN 12899-1:2007 Fixed Vertical Road Signs
Posts should meet the following soecification:Height above ground level
905mm
Width
150mm
Depth below ground
405mm (standard fixing)
40mm (advanced fixing)
Posts should be installed to the manufacturers’ instructions
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GLASDON Flexmaster Marker Post (or similar)
10.29
GRIT BINS – should be provided in accordance with the Council’s Winter Maintenance
Policy
10.30
CATTLE GRIDS - see TA 57/87 of the Design Manual for Roads and Bridges and the
Guidance
Road ‘Un-Adopted’ Signs
10.31
Once a new road is open so that the public can access it freely, the Developer must
ensure that contact signs are prominently displayed in locations to be agreed with the
Council’s HDM Team, generally where the extent of public highway terminates.
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10.32
The signs must be in accordance with the following specification:



Signs shall be 600mm x 600mm
They must feature the developer’s corporate logo
They must contain the following information:
The roads on this development have not been adopted and remain the
responsibility of [Developer’s name]. Your initial enquiry should be made
to:






Company Name
Address of Local Office
Telephone number/e-mail
Contact Name
Site telephone number/e-mail
Contact name
Tactile Paving Surfaces
10.33
Tactile paving surfaces should be provided in accordance with the DfT’s - Guidance on the use of
tactile paving surfaces.
10.34
Blister tactile paving should be provided at vehicle crossovers accesses serving more than 1
dwelling.
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11 Street Furniture and Street Lighting
General
11.1
In almost all cases the Council will require the Developer to provide a system of street
lighting for streets, footpaths and cycle tracks that are to be adopted as public highway.
The street lighting proposals shall include a drawing that indicates the positions of
lighting units, types and specification of columns, types and specification of lanterns,
types of electricity supply, specification and location of any private cable networks
required including electrical equipment.
11.2
All requests from Developers for street lighting design approvals, and inspections must
be submitted in writing to the appropriate Highways Development Management
Development Co-ordinator. The Street Lighting Team will not act on any requests that
are submitted direct from Developers.
Electrical Design
11.3
Where the Developer submits an electrical/street lighting proposal, this submission will
be assessed and technically approved by the Council as part of the highway works
technical approval process.
Technical Approval
11.4
The Developer is to submit a copy of their street lighting / electrical design proposals in
accordance with the technical submission package requirements checklist (see
Appendix P. This drawing must indicate the positions of all proposed lighting units,
illuminated signs, illuminated bollards, private cable networks (if they are applicable),
electrical feeder pillars and detail whether the electrical supplies will be provided by a
DNO (Distribution Network Operator) or IDNO (Independent Distribution Network
Operator). It must also have a key and specification showing the different types of
apparatus proposed. Where there is a necessity to have private cable networks the
drawing must incorporate a schematic diagram for each circuit that indicates the
electrical apparatus (including fuse ratings), isolation points and cable types and sizes.
See Appendix P - Drawing No. Appendix G/01 for an example.
11.5
The technical submission shall include a set of design calculations showing proposed
illumination levels. Where private cable networks are necessary a set of electrical design
calculations in accordance with BS7671 Regulations (IEE) shall be submitted.
11.6
All submissions for approval should be in electronic PDF format, and sent to Highways
Development Management. Once approved, an ‘Approved’ copy will be returned to the
Developer.
11.7
The fee structure in Appendix J – Part 1 covers the costs of the Council to assess two
submissions for technical approval; the initial submission and one subsequent resubmission. Where the Developer submits an amended electrical and/or street lighting
112
design for a third time, an additional fee, to that of the original fee, will be charged for
that submission (and each subsequent submission). Refer to Appendix J – Part 2 for
additional submission fees. An hourly charge out rate will be applied (with a minimum of.
three hours charged). A quotation will be provided, which will need to be agreed in
writing and paid by the Developer, prior to additional approval work being carried out.
11.8
Failure to seek approval for the electrical and/or street lighting design will prevent any
part of the proposed highway works obtaining technical approval and could result in
significant delays.
Standards of Service
11.9
Where a Developer has made a technical submission or requested a street
lighting/electrical apparatus inspection the following service standards will apply:Response to a technical submission
20 Working Days
Substantial Completion Inspection (each request)
20 Working Days
Completion Inspection (each request)
20 Working Days
Final Inspection (Prior to Adoption) (each request)
20 Working Days
The fee structure in Appendix J – Part 3 cover the costs of the Council to undertake two
inspections per stage (Substantial Completion, Completion and Final). Any additional
inspection will not commence until additional payment has been received in accordance
with Appendix J – Part 4. Failure to pay these fees will result in significant delays to the
issuing of Certificates and could result in a breach of planning conditions.
Siting of Apparatus
11.10
All street lighting and associated cable networks and ancillary apparatus shall only be
installed within the area of development that it is proposed to dedicate as public
highway. It should be positioned so as not to cause any obstruction to highway users, for
example, pedestrians, disabled and parked vehicles.
11.11
Where lighting units are required to illuminate a shared vehicle/pedestrian area, columns
should be installed into an adoptable 1x1m² parcel of land, behind the shared surface
(See Appendix P – Drawing No. Appendix G/02). This should be constructed to match
shared surface and dedicated as public highway.
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Apparatus Types
11.12
It is important that the apparatus used on any street lighting installation is of a type that
is aesthetically most suited to the area, whist remaining optically and energy efficient
and easily maintainable.
11.13
Where a Developer requests the use of non-standard ‘Heritage’ or ‘Contemporary’ style
apparatus in an area that is not desgnated as a ‘Conservation Area’, the Council will
require a commuted sum based on inspecting and maintaining the equipment and
eventual replacement.
11.14
The Developer can obtain advice on the process and cost implications for ‘Commuted
Sums’ from the ‘Association of Directors for Environment, Economy, Planning and
Transport’ (ADEPT). ADEPT have published a guidance document on the subject,
entitled ‘Commuted Sums for Maintaining Infrastructure Assets’ that is available through
their website www.cssnet.org.net.
11.15
The Council is currently forming a ‘Carbon Trading Strategy.’ As part of this strategy the
Council are committed to making a reduction in their carbon emissions. To facilitate this
policy the Council has already implemented a number of initiatives and is currently
investigating numerous others, including dimming and LED light sources.
11.16
Developers shall provide an LED light source for all new street lighting installations.
11.17
A Central Management System (CMS) is to be provided within all LED street lights in
Cheltenham and Gloucester. Such systems will allow the Council to centrally manage,
its street lighting asset. Such a system will enable the Council to receive fault reports
remotely, manage lighting levels and monitor energy consumption. Outside these areas
CMS is not required at this time. The Council currently has an infrastructure for its own
CMS provision based on the Telensa system. This is the preferred system for use. See
Appendix P – Drawing No. Appendix G/03 for CMS coverage plan
Design Requirements
11.18
All street lighting design proposals must comply with the current edition of BS5489-1:2013 and the lighting classes detailed in Appendix P – Drawing No. Appendix G/04.
Furthermore proposals must take into consideration the recommendations and best
working practices detailed in the various Technical Reports/Guidance published by the
Institution of Lighting Professionals.
11.19
Where there are trees or other obstructions, the Council is likely to require the gaps
between proposed street lighting columns to be reduced. Similarly the need to illuminate
traffic calming measures is also likely to require gaps to be reduced and create the need
for additional lighting units. Failure to show such significant features on the electrical
/street lighting submission for technical approval may result in the need for expensive
relocation of lighting units once they have been erected (at the expense of the
Developer) prior to the issuing of a Substantial Completion Certificate.
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11.20
Where a development is located beyond the limits of an existing street lighting system it
may be necessary, in the interests of highway safety, for the intervening section to be lit
at the Developer’s expense. Early consultation through Highways Development
Management is essential.
11.21
Where a proposed development involves the construction of a new junction onto an
existing public highway that was previously unlit (or lit to a lower standard than that of
the new development), or where the new junction requires an existing street lighting
column to be re-located, the proposed street lighting scheme for the new development
will need to include the entire new junction, including, where appropriate,
improvement/replacement/relocation of existing equipment on the existing public
highway. The need for these works will be identified in the Council’s response to the
initial submission for technical approval. The categories of lighting in Appendix P –
Drawing No. Appendix G/04 will apply.
11.22
No existing street lighting equipment will be permitted for re-location or re-use without
consent from the Council, through Highways Development Management.
Construction of Street Lighting Works
11.23
The installation of new street lighting apparatus must take into account the need to light
phases within a development that are occupied or require access by residents. There
should not be gaps in the lighting installations between phases of developments. The
Council requires all streets on a new development, between a dwelling and the existing
public highway, to have an approved and working street lighting scheme in place before
that dwelling is first occupied.
11.24
The Developer shall be responsible for the implementation of all work required in the
removal, replacement or re-siting of all existing electrical apparatus made necessary by
the development.
11.25
No existing street lighting shall be switched off, relocated, dismantled or removed
without prior written approval by the Council through Highways Development
Management. This approval shall normally only be granted if the Developer can provide
evidence that arrangements have been made for either immediate installation and
energising of new apparatus or the immediate provision and energising of temporary
lighting.
11.26
Where temporary lighting is installed it must be approved by the Council and provide
illumination to the standard that will be achieved by the permanent street lighting layout.
11.27
Temporary lighting shall not include the use of cross road catenaries’ and shall be
positioned, such that it does not cause glare, distraction or discomfort to any highway
users.
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Liaison with Residents
11.28
The Developer should show all proposed positions of lighting units and other
illuminated apparatus (signs, bollards etc) on all layout plans (including sales and
legal/conveyancing literature.) This is in order that prospective residents are aware that
there may be apparatus placed adjacent to, or outside any given plot or property. The
Council will not involve itself in any dispute between the Developer and prospective
resident. The Council may however agree to an alternative position for a lighting unit, or
other item of electrical apparatus. This is only feasible where the Developer is prepared
to bear the full cost of such requests. The Developer will be charged for approval and
inspection fees in accordance with Appendix J.
Inspection of Electrical Apparatus (Substantial Completion Inspection)
11.29
Prior to the issue of the Substantial Completion Certificate, the Developer will submit a
formal request to Highways Development Management (by e-mail or in writing) for an
inspection of all the electrical and lighting apparatus. This inspection will ensure that:a). all lighting units, illuminated signs, illuminated bollards and electrical feeder
pillars have been installed in the correct positions according to the approved
drawing;
b). all lighting units, illuminated signs, illuminated bollards and electrical feeder
pillars have been installed to the correct specification including equipment
planting depth;
c). the correct type of ducting and electrical services have been installed; and
d). the street lighting, signs and bollards are operational.
A minimum notice period of twenty working days will be required, to enable
Highways Development Management to arrange these inspections.
11.30
Should it be necessary to undertake more than two inspections before the issuing of the
Substantial Completion Certificate, due to their being remedial works required, there will
be an additional inspection fee payable by the Developer in accordance with Appendix
J – Part 3.
Certificate
Inspections Included in Appendix J - Part 1
fees
Substantial Completion
Day / Night Inspection (2no. each)
Table 11.1
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Inspection of Electrical Apparatus (Completion Inspection)
11.31
Prior to the issue of the Completion Certificate, the Developer will submit a formal
request to Highways Development Management (by e-mail or in writing) for a further
inspection of all the electrical and lighting apparatus. This inspection will ensure that all
lighting units, illuminated signs and illuminated bollards are in good working order and
suitable to go on to maintenance.
A minimum notice period of twenty working days will be required, to enable
Highways Development Management to arrange these inspections.
11.32
Should it be necessary to undertake more than two inspections before the issuing of the
Completion Certificate, due to their being remedial works required, then their will be an
additional inspection fee payable by the Developer in accordance with Appendix J –
Part 3.
Certificate
Inspections Included in Appendix J - Part 1
fees
Completion
Day / Night Inspection (2no. each)
Table 11.2
Adoption of Apparatus & Final Certificate
11.33
Every item of electrical apparatus and underground cable, upon request a Final
Certificate shall be tested to verify that the requirements of BS 7671 (IEE Wiring
Regulations) have been met. The test results shall be submitted to Highways
Development Management at the time of requesting a Final Certificate, for the works.
Upon completion of the installation and prior to adoption, ‘as built’ drawings shall be
forwarded to Highways Development Management
showing the positions and
specification of electrical apparatus, isolation points, fuse sizes, The Council cable
routes, sizes and positions of service cables and details of any other electrical
apparatus. See Appendix P – Drawing No. Appendix G/05 for an example electrical
certificate.
11.34
Where LED equipment has not been specified, prior to issue of the Final Certificate, the
Developer will ensure that all street lighting units, illuminated signs and illuminated
bollards are ’Bulk lamp changed and Cleaned.’ Written evidence is to be provided by the
Developer to Highways Development Management prior to issue of the Final Certificate.
11.35
The following certificates will be required prior to the issue of a Final Certificate:

40 year column guarantee

Electrical Test Certificate
117

Extended Guarantee Certificate detailing remaining period of guarantee for any of
equipment including luminaires, sign lanterns, and illuminated bollards (see below for
details).
11.36
All maintenance and energy costs will be the responsibility of the Developer until the
Final Certificate has been issued.
11.37
Following issue of the ’Final Certificate’, the Council will assume ownership of all
electrical street furniture within the public highway boundary and therefore all future
maintenance and energy costs.
Dimming
11.38
In order to meet their carbon footprint reduction requirements the Council have a policy
to dim all street lights as follows:
a). Traffic Routes by 50% (by stepping down to a lower wattage) between the
hours of 10pm and 5:30 am using a pre programmable driver. The Council’s
preference is the Xiatanium Ballast Driver. The Developer may specify
alternatives that will be assessed as part of the technical approval process; and
b). Where an LED luminaire is provided in residential areas, pre-programmable
ballast or a CMS system shall be installed, (depending on geographical area)
that dims the light output by 50% between the hours of 12am an 5:30am.
Lantern Apparatus for Street Lights and Illuminated Signs
11.39
All lanterns for street lighting shall be of a type approved by the Council and shall
conform to BS4533, have an aluminium canopy and a minimum overall IP rating of IP66.
They will accommodate post top (76mm) mounting or side entry (34 or 42mm.) Where
LED lanterns are designed to have an individual lens there will not be a requirement for
lantern bowls.
11.40
Where LED light sources are specified, they shall meet with the specification published
by the ILP and the Electrical Association. This document is titled ‘A Guide to the
Specification of LED Lighting Products 2012’. As part of this specification, the Council
will require that the LED meets the requirements of L70 of this document. The
specification submitted must also include the B10 figure for the specific lantern being
used (L70 – B10 is a measure of when 10% of the individual LED’s in a product have
dropped to 70% of initial lumens).
11.41
Lanterns shall be fitted with integral control gear or in the case of LED, a Dali enabled
programmable dimming ballast. The control gear shall be mounted on a tray which shall
be easily removable by a plug and socket arrangement for maintenance or replacement
purposes.
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11.42
Where CMS is fitted, the lantern shall come complete with telecell. Where CMS is not
fitted, all lanterns shall have a NEMA socket. See below for details of preferred CMS
system.
11.43
Lanterns for illuminated signs shall comply with the requirements of Chapter 11 and 13
of the Traffic Signs Manual and BS EN 12899 and shall be fixed to the supporting posts
by means of a post top spigot.
11.44
Lanterns for illuminated signs shall be of an LED type (with 3no. 1 Watt LED’s) The
Council currently prefers the Signature ‘Delta’ sign lantern. These must not exceed five
circuit watts
Extended Guarantee
11.45
Any electrical apparatus that has a guarantee period remaining, at the time of adoption,
(Extended Guarantee), shall be transferred to the Council when adopted.
11.46
The Developer shall provide the Council with written confirmation, including a
manufacturer’s certificate, for all apparatus that is subject to an extended guarantee,
which details the original guarantee period and the amount of guarantee remaining, at
the time of requesting the ‘Final’ inspection.
Lamps (Where applicable)
11.47
Lamps shall comply with British Standard (BS EN 62035), and be compatible with the
control gear specified.
Internal Wiring/ Conductor Requirements for Street lights/Illuminated Signs
11.48
All cables between the DNO/IDNO isolation point and the lantern shall be installed in
accordance with BS7671 Regulations 17th Edition, and subsequent revisions (IEE) and
be single core copper, PVC/PVC double insulated grey sheathed 660/1000V, rating to
BS6004 (Cable Type 6491X). Exceptions to this shall be for the earth continuity
conductor that shall be PVC insulated only (Cable Type 6181Y). See Appendix P –
Drawing No. Appendix G/06 for general detail arrangements.
11.49
Composite cables that include an earth continuity conductor will not be permitted, unless
prior approval has been granted.
11.50
Minimum conductor sizes provided shall be as follows:Earth Continuity Conductor – 2.5mm Sq.
Main Earth Conductor – 6.0mm Sq. (or larger if specified by DNO).
All other conductors within assembly – 2.5 mm Sq.
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11.51
Insulation for conductors shall be colour coded as follows:Live – Brown
Neutral – Blue
11.52
The Developer is not permitted to joint any of these conductors/cables and any surplus
must be taped in an ‘S’ formation in the base compartment.
Control Gear
11.53
For all LED luminaires, a DALI compatible ballast/driver that allows for a dimming facility
shall be required unless otherwise agreed by the Council. The Council’s preference is
the Philips Xiatanium driver. Where High Pressure Sodium lanterns are used, the
Council’s preference is the Philips Extreme Ballast Driver.
Switching On / Off
11.54
In Gloucester and Cheltenham, it will be necessary for the Developer to provide the
lantern complete with a CMS unit of an approved type, a lantern canopy, in place of the
Nema socket, suitable to incorporate the integrated CMS\Dimming apparatus unless
otherwise agreed by the Council. The Council’s preference is Telensa conduit type with
dimming facility.
11.55
Outside of Gloucester and Cheltenham, it will be necessary for the Developer to provide
a lantern with a standard NEMA socket, allowing the lantern to be switched on/off using
a one part Photo-Electric Control Unit (PECU). This shall be set to 35 LUX ON and 18
LUX OFF.
11.56
Unless otherwise agreed, all illuminated sign lanterns will be switched on/off. The
Council’s preference is a SELC 101 miniature One Part Photo Electric Control Unit
(PECU) located on the canopy of the lantern. Photo Electric Control Units (PECU’s) for
all apparatus shall be manufactured to BS5972 and shall be marked with the switching
regime and manufacture date.
11.57
Photo Electric Control Units (PECU’s) for signs only, shall have no thermal components
and shall be set to 70 LUX ON and 35 LUX OFF.
11.58
Photo Electric Control Units (PECU’s) shall be of a type capable of producing a
switching regime satisfying Appendix II of the Second Tier Unmetered Supplies
Procedure for switch type code 808.
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Street Lighting Columns and Illuminated Sign Posts
11.59
All street lighting columns will consist of a column, hydroscopic back board and where
applicable an integrated ‘Reducer Post Top Spigot.’ All columns shall be post top and
brackets will not be permitted.
11.60
All street lighting columns shall be constructed to meet the structural design criteria
specified in BSEN40, but shall have a minimum wall thicknesses and nominal
shaft\diameters as detailed in this document.
11.61
All street lighting columns and Illuminated sign posts are to be hot dipped galvanised to
BS EN ISO 1461.
11.62
After galvanising all items are to have the root protected internally and externally at the
place of manufacture. This Council’s protection preference is one coat of ‘SIKA’ Duplex
Coating System Icosit PUR SW one part polyurethane finish to wet film thickness 200 to
250 microns (dry film thickness 172 microns.) This protection is to extend 0.25 metres
above ground level.
11.63
All steel used in the manufacture is to be grade S235 for all illuminated sign posts and
5/6m mounting heights. A steel grade of S335 is to be used for 8 to 12m mounting
heights.
11.64
All street lighting columns and Illuminated sign posts shall comply with the British
Standard BS EN 40, to the BSI National Application Document PD 6547 and the DETR
Memorandum BD26/04. They must also recognise the maximum combination of both
lantern weight/s and windages applicable to respective column heights below and the
specified lantern type:Nominal Column Lantern effective Lantern weight
Height
Windage (m2)
(KGS)
5m
0.150
8
6m
0.150
10
8m
0.175
15
10m
0.225
18
12m
0.225
18
Table 11.3
11.65
All items supplied must be manufactured to the quality standard ISO 9002.
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11.66
‘A Guaranteed Life Expectancy of 40 years’ Certificate shall be required for each street
lighting column and illuminated sign post, prior to issue of a Final Certificate. All
apparatus shall carry a unique identification mark that is clearly visible once the column
or sign post has been installed. This will indicate the column/post manufacturer, year of
production and the column /post data sheet reference number. This Certificate must be
provided to Highways Development Management prior to the Final Certificate being
issued.
11.67
Column construction requirements are detailed in the table below:
Column Height
Shaft
Diameter
Base
Steel Shaft Steel Thickness
Thickness (no less (no less than)
than)
3m, 4m, 5m & 6m 76mm
3mm
2.5mm
8m
90mm
3.6mm
3.2mm
10m & 12m
114mm
5mm
3.6mm
Table 11.4
11.68
Column/post base compartments are to have a line of weld applied externally before
galvanising to indicate the planting depth.
11.69
Where a Developer wishes to attach a traffic sign onto a Street Lighting Column, they
should be in accordance with the table below:
Nominal Column Minimum Clearance of Sign Maximum Sign
Height in Metres
Plate to Ground Level
Surface Area (Sq m)
5, 6 and 8
2.3
0.3
10 and 12
2.4
0.3
Table 11.5
11.70
Where there are 2 no. back to back signs on a column, the second sign may be ignored
for the purposes of determining the total signage area. Where signs exceed 0.3m², they
will be refused approval unless a reinforced column is provided accompanied with
design calculations that indicate that the proposed column is suitable for the proposed
signage area.
11.71
All column/post doors shall be fitted with a stainless steel 8mm Allen bolt with an AntiVandal Centre Pin. Any variations should be agreed with GCC.
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Raise and Lower Street Lighting Columns
11.72
Raise and Lower columns shall be provided by the Developer in all locations where
maintenance vehicular access is limited, for example, footpaths, cycle paths, canal tow
paths or where the presence of an appropriate maintenance vehicle (MEWP) may
impede the free flow of traffic. Refuge beacons may fall into this latter category. The
Council preferred column manufacturer is ‘Fabrikat’. The model to be specified
incorporates a separate door, so that electrical equipment housed within the column can
be accessed for maintenance purposes, without the requirement to lower the column.
11.73
All such columns shall be installed in accordance with the ‘Column Installation
Requirements’ detailed in this document and any additional instructions or requirements
that may be published by the manufacturer.
Passively Safe Street Lighting Columns and Sign Posts
11.74
On highway of 50mph or over, a Risk Assessment should be submitted to determine if
passively safe equipment is required. It may be necessary for the Developer to provide
‘passive safety’ street lighting columns or sign posts. A copy of the Risk Assessment is
to be submitted to Highways Development Management as part of any technical
submission.
11.75
All such columns or sign posts shall comply with BS EN 12767:2000 and shall be
approved by the Council as part of the technical approval process.
11.76
Where such columns or sign posts are appropriate the Developer shall incorporate as
part of their design solution a suitable ‘Auto Disconnect’ electrical network system. The
Council’s preference is NAL.
11.77
All ‘Passive Safety’ columns /posts shall be manufactured from an energy absorbent
material and when installed shall allow slower vehicular impact deceleration and reduced
risk of injury.
Installation of Electrical Apparatus
11.78
The Developer shall install all electrical apparatus in the locations shown on the
approved drawings. Where there are engineering difficulties or customer requests that
result in this not being desirable, then the Developer can seek the agreement of the
Council on an alternative location for the apparatus. All costs associated with these
alterations shall be payable by the Developer. Should the Developer propose an
alternative location, this shall be formally submitted to Highways Development
Management. An estimate of the additional Council costs to assess, approve and
inspect such alterations will be issued to the Developer by Highways Development
Management in advance of any costs being incurred by the Council. Written agreement
will be required from the Developer that they will pay all associated costs for this
request, before approval is given and any construction work is undertaken.
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11.79
All street lighting columns shall be planted to depths detailed in Appendix P – Drawing
No. Appendix G/07.
11.80
All illuminated sign posts shall be planted to depths detailed in Appendix P – Drawing
No Appendix G/07.
11.81
All street lighting columns and illuminated sign foundation excavations shall have Type 1
or Type 2 foundations as detailed in Appendix P – Drawing No Appendix G/08.
11.82
Where an illuminated sign requires an additional support post this shall be a straight post
having a suitable diameter for the size of sign plate. The post shall be galvanised to BS
EN ISO 1461 and have root protection as detailed in this document.
11.83
Where a straight post is specified on a development it shall have foundation excavation
as detailed in Appendix P – Drawing No Appendix G/09.
11.84
Where street lighting columns / illuminated sign posts are located in a grass verge or
unmade ground they shall have a concrete collar as detailed in Appendix P – Drawing
No Appendix G/08.
Street Lighting and Illuminated Sign Post – Paint System
11.85
All Street lighting columns, Illuminated sign posts and straight posts shall have a paint
system applied on completion of their installation and prior to the issue of the Substantial
Completion Certificate..
11.86
Once installed all new street lighting columns and Illuminated sign post surfaces shall be
freed of contamination, with clean swabs soaked in white spirit that shall frequently be
changed and allowed to dry. All surfaces of the apparatus shall then be T-Washed and
allowed to dry before the top coat of paint is applied. Evidence should be provided that
the ‘T Wash’ has been applied.
11.87
All paints shall be obtained from a single manufacturer, or as specified/agreed with the
Council, to ensure compatibility and shall be brush applied. The use of rollers is not
permitted.
11.88
All access doors must be removed on each item of apparatus and the internal surface of
the door shall receive the same surface preparation\treatment and paint system as the
outside surface.
11.89
Painting of all apparatus shall extend from top of column/post shaft or welded post top
spigot to ground level. A paint system, as detailed in this document for ‘Below Ground’
shall be applied by the column and/or post manufacturer.
11.90
The Council’s preference for column/post protection ‘Above Ground’ is the ‘SIKA’ Duplex
coating system comprising of one coat of ICOSIT 6630 one pack urethane alkyd paint,
applied to a wet film thickness of 200-250 microns and dry film thickness of 172 microns.
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11.91
Where a Developer is required to re-paint existing street lighting columns and/or
Illuminated signs then the following procedure shall apply:a). Before any new paint systems are applied all columns/posts shall have their
surfaces prepared and treated in accordance with BS EN 12944;
b). Prior to re- painting all surfaces, including the inner door surface and door
abutment of the base compartment shall be prepared by wire brushed using a
mechanical/power wire brushing tool and a hard steel scraper. The wire brushing
must remove:i) Obvious surface contamination – dirt, grease etc
ii) All loose rust
iii) Mechanically bonded rust
iv) Laminated rust corrosion
11.92
Where a column/post is to be re-painted and following the surface preparation procedure
described above, the Developer shall apply a paint system as detailed in this document.
11.93
Unless otherwise agreed at the time of technical approval, or written permission has
been granted by the Street Lighting Team the following paint colours will be applied:a). Street Lighting Columns (All areas with the exception of Cheltenham and
Gloucester) – BS4800 12B29 (Dark Green);
b). Street Lighting Columns (Gloucester) – BS4800 12B21 (Light Green);
c). Street Lighting Columns (Cheltenham) – Column Shaft BS4800 12.B21 (Light
Green), Column Base BS4800 12.B29 (Dark Green);
d). Illuminated Sign Posts – BS693 (Aircraft Grey)
Reference Numbers for Street Lighting Columns, Illuminated Signs and Bollards
11.94
11.95
11.96
All street lighting columns, illuminated signs and bollards shall be given a unique
reference number by the Council as part of the technical approval process and it is the
responsibility of the Developer to mark the street furniture in accordance with this
numbering scheme as part of the works.
Where this information has not been provided at the time of technical approval process,
the Developer shall submit a request for a numbering schedule to the Council through
Highways Development Management prior to a Completion Certificate being issued.
Street Lighting columns shall have an adhesive reference number applied, using a black
50mm height number/s on a yellow colour square background. A suitable product type is
‘Nikalite’ that is manufactured by Graficom Ltd (Tel: 01707 391621). Equivalent products
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can be specified by the Developer and will be subject to approval by the Council as part
of the technical approval process.
11.97
Illuminated sign posts shall have an adhesive reference number applied, using a series
of individual yellow 30mm height numbers on a black square back ground. This shall be
applied on the sign plate in a vertical plane and will start at the top of the sign plate.
Where several illuminated signs are mounted on one post only one identification number
shall be used. A suitable product type is ‘Nikalite’ that is manufactured by Graficom Ltd
(Tel: 01707 391621). Equivalent products can be specified by the Developer and will be
subject to approval by the Council as part of the technical approval process.
11.98
Illuminated bollard shells shall have an adhesive reference number applied, using a
series of individual black 30mm height numbers on a white square background. This will
be mounted on a galvanised numbering plate (See Appendix P – Drawing No.
Appendix G/10).
11.99
Street lighting column reference numbers shall be mounted on the column shaft, at 1.5
metres from ground level.
11.100 Illuminated Sign reference numbers shall be mounted on the post shaft, at 1.5 metres
from ground level.
11.101 Illuminated bollard reference numbers will be mounted on the back and close to the top
of the bollard shell. The exception to this shall be where the bollard has multiple aspects,
when the reference number shall be immediately below the yellow panel on any face.
11.102 Unless otherwise specified by the Council, all reference numbers, where possible, shall
face oncoming traffic.
Illuminated Traffic Bollards
11.103 Where required on central traffic islands, splitter islands, and build-outs etc. the
Developer shall provide illuminated traffic bollards in accordance with the ‘Traffic Sign
Regulations and General Directions 2002’.
11.104 In certain circumstances and with the approval of the Council it may be acceptable for
the Developer to specify ‘Reflective’ non-illuminated bollards instead of Illuminated
bollards. The following criteria apply:i) The bollard must only require a ‘Plain Aspect’, or:
ii) The bollard must be located on an island that has a traffic signal head. This
must face and be no greater than three metres from the bollard location.
iii) Non street lit areas.
11.105 Where approval has been granted by the Council for a non illuminated reflective bollard
to be specified, the Council currently prefer the ‘Pudsey Diamond, Visabol’ type
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complete with the ‘NAL RS50x50’ socket and adapter plate (See Appendix P –
Drawing No. Appendix G/11).
11.106 With exception of the above, conventional illuminated bollards are to be specified and
the Developer shall use a base lit illuminated type bollard with two No. 11 Watt
fluorescent lamps mounted on a reflective and removable gear tray. GCC currently
prefer the Simmonsigns Ltd ‘Global Plus’ base and flexible bollard shell (GLP211/CAB)
sealed to IP67.
11.107 The Developer shall use a orange ducted base light foundation and cable management
system. The Council currently prefer the Simmonsigns Ltd ‘Cabex’ type (See Appendix
P – Drawing No. Appendix G/13).
11.108 All specified bollard assemblies shall have high frequency control gear which shall be
wired to British Standard BS7671 Regulations (IEE) and have separately fused circuits
such that one lamp remains lit in the event of failure of the other lamp. Lamps and
control gear shall be removable by means of a plug and socket for easy maintenance.
11.109 All illuminated bollard assemblies are to be supplied with a sealed light tray housing the
lamps and control gear. This shall have a 5mm thick domed polycarbonate clear lens
cover. The lens cover must be able to withstand vehicle impact.
11.110 All bollard shells shall be attached to the base using stainless steel nuts and bolts.
11.111 Where a reflective bollard has two aspects their yellow reverse panels shall mirror the
front face, and shall include side bibs and spots.
Cut Outs and Isolators
11.112 All street lighting columns and Illuminated signs shall incorporate double pole isolation
and comply with ESI 12-19 and to current BS7671 Regulations and be suitable for BS88
fuses. This isolation shall take the form of a switch (securable on/off) with an integral
separate BS88 fuse carrier for the lantern and any outgoing circuits. It is to have a
lockable cover.
11.113 All conventional illuminated bollards shall incorporate double pole isolation and comply
with ESI 12-19 BS7671 Regulations and be suitable for LST BS88 fuses. This is to be
provided using a miniature cut out incorporating a lockable/removable blade type fuse
carrier.
11.114 All fused double pole isolators and/or cut outs shall be suitable for terminating the
specified cables via gland terminations and shrouds, with base connection boxes if
necessary.
11.115 All fused double pole isolators and/or cut outs shall be suitable for use with a PME
electrical system.
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Fuse Ratings
11.116 All street lighting apparatus shall be in accordance with the table below:
Lamp Wattage
Fuse Rating (Amps)
Up to 150W (inclusive)
6
Over 150W
(inclusive)
to
250W
10
Over 250W
(inclusive)
to
400W
16
Table 11.6
11.117 Where the wattage exceeds 400 Watts, the Developer shall contact the Council through
the Development Management Team for advice.
Electricity Supplies
11.118 All street lighting columns, illuminated signs and electrical pillars that are located in a
footway and/or grass verge adjacent to the carriageway and/or footpath/cycleway shall
have a Distribution Network Operator (DNO) or IDNO live electricity supply. See
Appendix P – Drawing No. Appendix G/06 for general arrangement details. There are
three different DNO’s that operate within Gloucestershire (See Appendix P – Drawing
No. Appendix G/12).
11.119 The Developer is permitted to employ a private organisation to provide an independent
distribution network. These are known as ‘Independent Distribution Network Operators’
(IDNO)and they will provide networks that will predominately be network extensions to
the existing distribution networks. IDNO’s shall be appropriately licensed and regulated
by ‘Ofgem’ in the same manner that DNO’s are.
11.120 Where the Developer nominates the use of an IDNO they must meet with the
specification of GCC. This specification includes Standards of Service for the
implementation of new services and future faults that may occur on the network, prices
for work and contact information for services. The specification requirements of GCC are
based on and comparable with the main Distribution Network Operators (DNO) that
operates within the County and have historically been used for the majority of new
connections. This is Western Power Distribution. The Developer will be responsible for
notifying Development Management of the IDNO to be used as part of that Street
Lighting Technical Approval Submission, that will include contact details for new services
and fault repairs, an up to date (dated) standards of service document that details the
timescales for completing various types of new work and fault rectification and
emergency call outs, and up to date (dated) price list. If any of the above information is
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not submitted as part of the submission, the Technical Approval Submission will be
rejected.
11.121 If any of the above details are unacceptable to the authority, e.g. costs, then the
developer will be advised of this at the time Technical Approval is granted. Should the
developer wish to use an IDNO, then the Authority will refuse their use or require a
commuted Sum from the Developer to cover the additional costs likely to be incurred by
the Council.
11.122 All DNO/IDNO’s are subjected to National Guaranteed standards of services for non-
metered electricity supplies. These are detailed in document ‘DPCR5 Guaranteed
Standards of Performance review’ produced by their regulating body ‘Ofgem’ and is
available on their website ofgem.co.uk.
11.123 It is the Developer’s responsibility to undertake all liaison and negotiation with the
relevant DNO/IDNO.
11.124 Where an item of electrical apparatus is located within a build-out, splitter island,
pedestrian refuge or central reservation, the Developer shall provide an electrical service
that is sub fused in accordance with BS 7671 Regulations (IEE), from an adjacent item
of electrical apparatus that is located in a footpath/verge that shall have a DNO/IDNO
service. See Appendix P – Drawing No. Appendix G/06 for general arrangement
details. These services are known as Highway Authority Connections (HAC) and will be
under the ownership of the Council on successful completion of the ’Adoption‘ process.
The Developer shall provide details of all such electrical services in their electrical/street
lighting design, which is submitted to Highways Development Management as part of the
technical approval process.
Network Cables and Service Ducting Requirements
11.125 Where an item of electrical apparatus has a DNO/IDNO electrical service, the
DNO/IDNO will be responsible for determining the specification (as part of their design)
for all network cables, including their position and size.
11.126 Where an item of electrical apparatus has a DNO/IDNO electrical service, the
DNO/IDNO will be responsible for providing a specification (as part of their design) for all
necessary service ducting.
11.127 Due to construction timescales, it may be appropriate for the Developer to install any
DNO/IDNO service ducts (black) that are required. In these circumstances it shall be the
responsibility of the Developer to obtain the relevant DNO’s approval for the completed
works prior to the base course being laid.
11.128 Where an item of electrical apparatus requires a Highway Authority Connection (HAC),
the cable shall be of a (PVC/XLPE/PVC) 3 core type, having a minimum size of 6sq mm.
All cable sizes and positions shall be determined by the Developer (accompanied by
129
design calculations) and submitted to Higwhays Development Management for approval,
as part of the technical approval process.
11.129 Where the Developer provides a cabling network for electrical apparatus that shall be
owned by the Council (HAC), underground cable joints shall not be permitted.
11.130 Where an item of electrical apparatus requires a Highway Authority Connection (HAC),
then prior to issue of the Final Certificate, the Developer shall provide Highways
Development Management with details of the installation date and an electrical test
certificate, in respect of each item of apparatus.
11.131 Where an item of electrical apparatus requires a Highway Authority Connection (HAC)
the service shall be protected within an orange coloured continuous service duct.
Installation requirements are detailed in Appendix P – Drawing No. Appendix G/14. All
service duct details including size and location shall be submitted to Highways
Development Management, as part of the technical approval process.
11.132 All service duct systems shall include for manufacturer couplings/joints, draw
ropes/cords fastened at each end to the base compartment of the electrical apparatus.
All service duct ends shall be sealed to prevent loose material or water entering the
service duct.
11.133 All service ducts provided for Highway Authority Connections (HAC) shall have a marker
tape to specify their ownership. This shall be yellow PVC tape with black lettering stating
‘Electricity Cable’ and shall be installed with the wording uppermost at approximately
250mm above the service duct.
11.134 All service ducts provided by the Developer, for Highway Authorities Connections (HAC),
shall have a 75mm sand surround and bed comprising lightly compacted material
passing clear sharp sand BS sieve.
11.135 All service ducts for DNO/IDNO/Highway Authority use shall extend through the cable
entry slot provided within the street lighting column or wide base illuminated sign post
and shall extend to a height of 150mm above ground level (See Appendix P – Drawing
No. Appendix G/08).
130
11.136 Although
the DNO/IDNO and/or the Council shall be responsible for
determining/approving the specification and installation details for their respective
service duct networks, unless otherwise specified the following type and minimum
cover of service ducts shall be provided:-
Excavation In
Depth
(mm)
Verge/unmade
450
Ground
of
cover Type and size of duct
50mm internal diameter
(Flexible Duct)
Footway under
450
Vehicle crossings
Carriageway
(Flexible Duct)
750
(longitudinal)
(Flexible Duct)
Carriageway (90 degree crossings) 900
100mm internal
(Rigid Duct)
diameter
Table 11.7
11.137 Highways Development Management reserve the right to inspect all service duct
networks that are installed for their apparatus and that will be within the Council’s
ownership following successful completion of the ‘Adoption ‘process. Therefore on
completion of any service duct network and before they are covered, the Developer shall
provide Highways Development Management with the opportunity to inspect all such
installations. The Developer will provide notification that the installation is complete and
will allow a minimum of two working days notice, so that Highways Development
Management may undertake an inspection if require
131
132
12
Carriageway Construction Standards
Background
12.1
This chapter outlines the Council's standard requirements for the construction of roads
and associated infrastructure such as footways, drainage and structures.
12.2
These standards have evolved as a result of local and national guidance, and through
previous experience and best practice. They ensure a measure of uniformity, predictable
performance and cost effectiveness throughout the Council's highway network, whilst
helping the Council to prevent the construction of schemes that are high maintenance or
unsuitable.
12.3
For the reasons detailed above, the majority of highway schemes must be constructed in
accordance with these standards. Appendix N contains a full series of drawings that
illustrate these construction standards.
12.4
However, the Council appreciates that the materials detailed in the standards do not
always contribute aesthetically to the street scene and the surrounding area. This can be
particularly important in the historical localities throughout the county. In these limited
circumstances the Council may permit the use of some enhanced materials and
apparatus to complement the surroundings and create a sense of place. If you are
considering the use of non-standard materials then please read the Enhanced Materials
Policy at Appendix O.
Materials and Construction
12.5
What follows is the Council's 'deemed to satisfy' construction specification. It is important
to note that these are not standards to be rigidly applied. The aim is to provide
developers with a benchmark of what is acceptable when proposing new schemes for
adoption. The Council will consider alternative proposals and innovations, for which
further guidance is provided in the Enhanced Materials Policy at Appendix O.
12.6
You should, wherever possible, adhere to the current version of Manual of Contract
Documents for Highway Works - Volume 1 Specification for Highway Works.
12.7
Unless otherwise stated the clauses, tables and appendix numbers in Tables 12.1 and
12.2 refer to those within the Manual of Contract Documents for Highway Works.
133
Table 12.1 - Paviours and Other Hard Landscaping
Type
Layer
Thickness (mm)
Material
Residential
Carriageway
(Shared
Surface)
Surface
80
80mm (min) thick paver block
Laying Course
35
Clean sharp sand to BS EN 12620
grading C
Sub base
390
Granular sub base material type 1
laid in two equal or near equal layers
Surface
80
80mm (min) thick paver block
Laying Course
35
Clean sharp sand to BS EN 12620
grading C
Sub base
225
Footways /
cycleways
Granular sub base material type 1
All verge
Same specification as Pedestrian, Cyclist - or alternative to be approved by the
Development Management Team
types
Table 12.2 – Carriageway and Footway/Cycleway
TYPE
CONSTRUCTION
LAYER
THICKNESS
(MM)
MATERIAL
BINDER
(PENETRATION GRADE
MACADAM)
MIN PSV OF
COARSE
AGGREGATE
MAX
AAV
Residential
Carriageway
(Boulevard)
Surface course
40
AC 14 Close Surf
100/150
i) 65
16
Residential
Carriageway
(High Street and
Square)
iii) 55
Binder course
60
AC 20 Open Bin
100/150
Base course
110
AC 32 Dense Base
100/150
Sub base
390
Granular Sub Base
Type 1*
Surface course
30
AC 10 Close Surf
100/150
**
i) 65
ii) 55
Binder course
60
AC 20 Open Bin
100/150
iii) 50
**
Base course
110
AC 32 Dense Bin
134
100/150
16
Residential
Carriageway
(Street and culde-sac)
Sub base
390
Granular Sub Base
Type 1*
Surface course
30
AC 10 Close Surf
100/150
i) 65
16
ii) 50
Binder course
90
AC 20 Open Bin
100/150
iii) 50
**
Industrial
Carriageway /
Works on Main
Road
Carriageway
Footways and
cycleways
Base Course
-
Sub base
390
Granular Sub Base
Type 1*
Surface course
45
>40mph - HRA
55/14F Surf
40/60
i) 65
14
iii) 55
<40mph – HRA
35/14 F Surf
+14/20PCC (max
10PCC on
roundabouts and
approaches)
40/60
Binder course
55
AC 20 Open Bin
100/150
Base Course
110
AC 32 Dense Base
100/150
Sub base
390
Granular Sub Base
Type 1*
Surface course
25
AC 6 Dense Surf
70/100
**
All situations 45
16
AC 20 Open Bin
Binder course
Sub base
Notes :
*
**
(i)
(ii)
(iii)
50
250
160/220
Granular Sub Base
Type 1
Laid and compacted in two equal, or near equal, layers
If trafficked by public then as above
Approaches to roundabouts, traffic signals, pedestrian crossings and the like. In some cases an additional
surface treatment may be required to improve skid resistance.
On gradients of 5% to 10%
Elsewhere
135
The information contained in Table 11.2 is taken from BS 59487:2007 ‘Asphalt for Roads
and Other Paved Areas – Specification for Transport, Laying and Compaction and Type
Testing Protocols’. For additional information on asphalt mixes and products please
refer to BS EN 13108.
Over Dig Requirements
12.8
Due to our experience from other development sites within Gloucestershire in respect of
the settlement of kerbing and edging adjacent to non-highway construction, the Council
requires, in such circumstances, the concrete bedding and haunching to be supported in
accordance with the details shown in Figure 12.1 below.
Figure 12.1
California Bearing Ratio (CBR) Requirements
12.9
The `deemed to satisfy’ pavement designs include a sub-base thickness of 390mm.
This assumes formation sub-grade strength of CBR of 2% and greater. Sub-grade
bearing capacity will vary from site to site dependent on soil type and to a great extent
on its moisture content. The developer may arrange for geotechnical investigations to
determine the CBR of the sub-grade at the formation level in agreed positions on the
proposed carriageway centre lines.
136
12.10
Provided that the Council has previously approved the geotechnical laboratory which
conducted the site investigations, then a road pavement design based on the equilibrium
CBR results will be considered. Specific capping and sub-base layers appropriate to the
site may then be agreed generally in accordance with Table 12.3.
Table 12.3 - Deemed to Satisfy CBR Values
Sub grade
CBR%
Sub base
Thickness
>15
150mm
Sub base and Capping Layer
Alternative
NOT USED
NOTE -
5-15
225mm
>3.5 to 5
310mm
2 to 3.5
390mm
150mm type 1 sub base on 350mm
capping layer
150mm type 1 sub base on 600mm
capping layer*
1 to 2
150mm type 1 sub base on 600mm rock fill
Below 1
No deemed to satisfy standard, ground conditions not
suitable for road construction
1) The capping layer may be reduced to 450mm where drainage is good
2) If the subgrade is frost susceptible the pavement shall comprise of a minimum 450mm
thickness of material not susceptible to frost action.
137
Surfacing Materials Specification:

Granular sub base material Type 1 shall comply with Clause 8O3SR and Appendix 0/1.

Dense Asphalt Concrete Base shall comply with Clause 906 and Appendix 0/2.

Dense Asphalt Concrete Binder Course shall comply with Clause 906 and Appendix 0/2.

Hot Rolled Asphalt Surface Course, shall comply with Clause 943 and Appendix 0/2.

Rolled Asphalt Surface Course shall comply with Clause 943 and Appendix 0/2.

6mm Dense Asphalt Concrete Surface Course shall comply with Clause 909SR of
Appendix 0/1.

Close Graded Asphalt Concrete Surface Course shall comply with Clause 912 and
Appendix 0/2.

Precast concrete kerbs, channels, edgings and quadrants shall comply with Clause
1101 and Appendix 0/2.

Precast Concrete Flags shall comply with Clause 1104 and Appendix 0/2.

Precast Concrete Blocks shall comply with Clause 1107 and Appendix 0/2.

Clay Pavers shall comply with Clause 1108 and Appendix 0/2.
Using Enhanced Surfacing Materials
12.11
The Council acknowledges the contribution that appropriate material selection can make
to the function, character and local identity of schemes that are to be adopted.
12.12
Traditional, proven highway materials provide uniformity of appearance and predictable
performance characteristics and maintenance requirements when designed and
constructed in accordance with published standards and acknowledged best practice.
However, these standard materials can do little to enhance the street scene in particular
locations.
12.13
In circumstances where standard materials do not fulfil the aesthetic design aspirations
the use of enhanced materials may be appropriate. Such enhanced materials offer
variations in patterns, textures and colours that can complement the surroundings and
local context, creating a sense of place.
138
12.14
Permitting the use of an unrestricted palette of enhanced materials presents the
possibility of an incoherent visual appearance across the county along with uncertainty
in long-term performance, maintenance requirements and lifecycle costs.
12.15 Therefore, Gloucestershire Highways has developed an Enhanced Materials Policy to
provide guidance for Developers outlining the requirements for the approval and
adoption of surfacing materials used in highway infrastructure. This policy can be found
in Appendix O.
Advice for the Use of Recycled Materials for Sub Base and Capping in Road Construction
12.16
Gloucestershire County Council is committed to increasing the use of recycled and
secondary aggregates in its road maintenance and new road construction programmes.
Developers are encouraged to put forward for approval highway construction designs
that will support such an approach.
If the Developer proposes to use recycled materials on any area which is to be adopted
as highway maintainable at public expense, the following information may be helpful.
o
The appointed Highway Inspector must be informed before the use of the
material.
o
Prior to materials being delivered to site the Developer must provide an
accreditation certificate from the material supplier (to be no more than 28 days
old and legible).
o
The material must meet the specification for 6F5 (Selected Granular Material
[Coarse Grading] – imported onto site) based on the November 2009
amendments of the Specification for Highway Works, Series 600 (Manual of
Contract Documents for Highway Works: Volume 1 (MCHW1)). Class 6F5
covers coarse-grained capping imported onto the site. It can include any
combination of permitted materials including recycled aggregates with not more
than 50% by mass of recycled bituminous planings and granulated asphalt. It
must not include any materials that contain tar and tar-bitumen binders, un-burnt
colliery spoil, argillaceous rock and chalk (Table 6/1, Series 600, Vol 1
(MCHW1). The composition of all Recycled aggregate (RA) and Recycled
concrete aggregate (RCA) shall have been tested in accordance with Clause 710
(MCHW1 Nov 09). Clause 710 requires that the composition be determined in
accordance with BS EN 933-11. The content of other materials (Class X),
including wood, plastic and metal, shall not exceed 1% by mass.
In terms of tests required, a typical regime is as follows:• One test during the first 100T (should be witnessed by Inspector)
• Two tests for 500T
• Three tests for 1000T
• Three tests for every 1000T thereafter.
However, at the discretion of the Inspector the frequency of the tests may vary. The
Inspector may also wish to witness tests as required.
139
Test results to be sent directly from the test centre to the Council, at the address below,
to prevent delay. If the Inspector is concerned and suspects material is being cleaned
up before testing, he/she may require every load thereafter to be tested.
Highways Development Management
Gloucestershire County Council
Shire Hall
Gloucester
GL1 2TH
140
13
Highway Structures
Introduction
13.1
The Council requires that all proposed structures that support the public road are subject
to Technical Approval. This may include structures proposed for adoption and also those
associated with private developments. Structures include bridges that carry the highway
over or under another feature, footbridges and subways carrying pedestrian or cycle
routes over or under another feature, tunnels, and culverts, walls and embankments
where they meet the criteria for adoption set out below.
13.2
The Council’s objectives are to ensure that all highway structures are:




Safe and serviceable in use,
Fit for their intended function,
Built to an appropriate standard,
Constructed so that future maintenance requirements are kept to a minimum,
by ensuring this is given full consideration at the earliest possible stage and
then throughout the design process.
Criteria for adoption
13.3
The following will be adopted as individual structures:


Road bridges and culverts with a span greater than 0.9m
Walls and reinforced earth structures that support the highway and that retain
greater than 1.5m and, which are within a 1:1.5 slope from the edge of the
highway.
13.4 The following will not generally be adopted, but the approval process will need to be
followed:



13.5
Walls and similar structures above the highway,
Walls that support the highway but also form part of a building,
Embankments supporting the highway and any toe walls at their bases
All structures supporting the highway, whether they are to be adopted or not, are subject
to the Council’s technical approval process and procedures.
141
Technical Approval Procedure
13.6
The Council’s technical approval procedures are taken from BD2/05 ‘Technical Approval
of Highway Structures’. This document forms part of the Design Manual for Roads and
Bridges and can be obtained from the Department for Transport website
(www.dft.gov.uk). The Council will issue technical approval only after all of the
procedures and standards have been met.
Design Requirements
13.7
The technical requirements for the design of highway structures will generally comply
with the relevant standards and advice notes in the Design Manual for Roads and
Bridges and shall be constructed in accordance with the Specification for Highway
Works.
Categories and Proposals
13.8
13.9
Proposed structures will be placed in one of four categories according to the criteria
detailed within BD2 “Technical Approval of Highway Structures”.

Category 0 and 1 structures require a combined design and check
certificate.

Category 2 and 3 structures require separate design and check certificates.

Category 1,2 and 3 structures will require a full Approval in Principle (AIP)
submission.

Category 0 structures that have Departures from Standards may require a full
AIP submission, please contact Gloucestershire Highways if you feel a
structure falls within this criteria.
Copies of the relevant certificates can be obtained from Gloucestershire Highways (Tel
08000 514514).
Loading Standards
13.10
The design loading of the structure must be in accordance with the current Highways
Agency Standards.
142
Departures from Standards
13.11
Sometimes it is not appropriate or practical to install systems that are fully compliant with
the standards explained in this manual. This is particularly applicable to parapets. The
Council will consider departures from standard providing they are justified and backed
with clear evidence.
13.12
This may include:

RRRAP assessments

Road Safety Audits

Review of accident history
Detailing
13.13
Cladding materials should be durable and tied in to the structure.
Consents
13.14
If consent is required from the Environment Agency or any other public body and
relevant owners and licensees, then this must be received prior to the Council granting
technical approval for any highway structures.
13.15
Written evidence of the relevant consents is a pre-requisite to any approval by the
Council.
143
Future Maintenance
Whole Life Costing
13.16
13.17
The Council will require payment of a commuted sum based on the costs of inspection
and maintenance over 125 years and eventual replacement for any highway structures
that are to be adopted. Therefore, it is recommended that the Developer considers the
whole life costing of the proposed structure. The following should be considered as soon
as possible during the design process:

The use of integral structures (i.e. without bearings or expansion joints)

The use of durable materials such as weathering steel

Steel parapets, which can be galvanised and then painted

If bearings are required, then consideration should be given to their life span
and how they will be replaced

Include scaffolding fixing points on large steel structures, to make future
inspection and painting easier

When proposing confined drainage systems consider how they will be
maintained

Weep holes should not drain onto footways as this will create a slip hazard

To help deter graffiti consideration should be given to the use of textured
concrete finishes, anti-graffiti treatments or including “artwork” within the
structure.
The amount of commuted sum is determined on a scheme specific basis and it is recommended
that discussions are held with HDM as early as possible.
Access for Inspection and Maintenance
13.18
It is crucial that all structures are easily accessible to enable a comprehensive
inspection.
13.19
Long culverts are categorised as confined spaces and these should have sufficient
ventilation points within the construction.
13.20
Highway walls will require a 3 metre maintenance strip between the wall and land
outside the ownership of the highway authority.
144
Construction
13.21
The Developer should not start construction on any highway structure until technical
approval, specifically relating to it, has been obtained. The level of supervision and
inspection required throughout construction will vary dependent on what is to be built,
and so will be determined on a case by case basis.
13.22
This is entirely separate, and additional to, the supervision that the Developer should
undertake on the works.
13.23
Prior to adoption of a structure it is necessary for the Developer to supply the Council
with a copy of the Construction Compliance Certificate.
Health and Safety
13.24
It is important that all structures are compliant with the current Construction Design and
Management (CDM) Regulations. This includes provision of full Health and Safety Files
and As-built drawings. The Developer must provide the Council with copies of the design
calculations in an agreed format.
145
14
Landscaping
Selection of Plant Species
14.1
To ensure that new planting establishes well and thrives within a new development it is
important that the correct species are selected.
Extra Heavy and Heavy Standard Trees
14.2
The Council looks to promote tree planting of this nursery class in the urban and rural
environment, particularly in areas of high vandalism, where smaller stock would be
vulnerable. Average spacing of street/avenue trees should be around 8-10 metres
depending on the ultimate size and habit of the tree involved.
14.3
Rootballed trees at this size are preferable, but the use of containerised nursery stock is
also acceptable especially for key specimen trees.
Standard and Feathered Trees
14.4
To be planted in areas of lower vandalism risk. Standard trees with tree guards may be
used in urban areas. Feathered trees may be planted as groups within shrub barrier
mixes at closer spacing to create heightened impact. Standards should be rootballed
and, where space is restricted, all the sizes planted in a root containment system as
specified in Section 14.11.
Whips and Transplants
14.5
To be planted in rural situations where there is little risk of vandalism and where forestry
cover is desirable. Tree guards or areas protected by rabbit or deer fencing should be
used to protect against the risk of vermin damage.
14.6
Transplants used as a Barrier Mix or forestry planting should contain lower shrub
species as understorey as well as main tree species.
14.7
Whips and transplants may be bare rooted and use of a mycorrhizal root dip prior to
planting is encouraged.
Ordinary Nursery Stock: Shrubs
14.8
The choice of shrub material should be appropriate to the local environment and relate
to existing species.
14.9
Thorny shrubs should be used where barriers are needed or in areas of high vandalism
risk, but care should be taken to keep thorny species from growing across pedestrian
footways and cycleways. Consideration shall be given to shrub flower and foliage colour
when viewing the landscaping scheme as a whole. All shrubs should be container
grown in peat free planting medium where possible.
146
Specialist Planting
14.10
The planting of species which are less robust or that require specialist or skilled
maintenance, or more frequent service visits, are unlikely to be considered for adoption
by the Council and should be avoided.
Root Containment
14.11
Ideally development of tree roots should be unrestricted, allowing them to spread as far
as necessary to maximise structural stability and nutrient uptake. However, in many
highway situations growing space is limited and underground utilities or adjacent
structures require the root system to be restricted. The use of root deflectors or barriers
in conjunction with root cells can prevent surface roots disrupting footways and/or
carriageway whilst allowing a healthy root system to establish.
Tree Guards
14.12
In areas of high vandalism risk, trees should be protected using a tree guard. The guard
should be appropriate to the local environment and not in itself be likely to cause any
damage to the tree.
Irrigation System
14.13
The tree pits of advanced and standard nursery stock should be fitted with an easywatering system to ensure rapid penetration of water to the tree root system especially
for dry weather watering.
14.14
A simple corrugated plastic land drain (60mm) with cap, spiralled around the root ball to
the base of the pit is acceptable.
14.15
The Council will consider the provision of and adoption of ‘raingardens’ and ‘bioretention
planters’, including small footprint pre-fabricated systems.
Mulch and Compost
14.16
Growth of tree and shrub planting should be promoted wherever possible by the use of a
bark or bio mulch layer, effective at suppressing weeds and retaining moisture. Mulch
depth should be between 50 - 75mm.
14.17
Where compost is to be mixed with existing soils for planting, the use of peat free
products is a must.
14.18
It is the sustainability policy of the Council to obtain products such as mulch and
compost from within the County whenever it is reasonably practicable.
147
Stakes and Ties
14.19
Stakes and ties should be to British Standard and installed at the time of planting without
causing damage to the root system or bark of the tree.
14.20
Double staking should be used for extra heavy and heavy trees with the tie acting as a
cross piece braced by two spaces either side. Underground guying may also be used
where appropriate. Stake height should be no more than 600mm above ground level.
14.21
Single staking and a single spacer bracing the tie should be used when planting
standard and feathered trees.
Suppliers
14.22
It is the sustainability policy of the Council to obtain nursery stock from within the County
whenever it is reasonably practicable and where stock is of the appropriate quality.
14.23
The Council is a key initiator of the Peat Free Charter and supports peat-free growers.
Standards and Quality
14.24
All elements used in a landscaping scheme on a new development should be supplied
by an appropriate supplier and meet the requirements of the following British Standard
(BS) specifications:BS 3936: Nursery Stock
BS 3998: Recommendations for tree work
BS 4428: Recommendations for general landscape operations
BS 4043: Transplanting root-balled trees
BS 5236: Cultivation and planting of trees in the advanced nursery stock category
BS 5837: Trees in relation to construction
BS 3969: Recommendations for turf
Maintenance
14.25
Generally, any planting within the highway should be capable of regeneration or easy
replacement if vandalised.
14.26
All planting should be designed for minimal maintenance. New trees should have a weed
free area at their base and no strimming should be undertaken within 300mm of the
base of a tree, due to the high level of trunk damage caused to young trees by
strimming. Strimmer guards should be fitted to protect against trunk damage.
148
14.27
All maintenance should be carried out to the highest standards as required by the
Council and should comply with the latest editions of the British Standards BS 7370 Part
4 (1973): Grounds Maintenance.
14.28
Prior to the adoption of the highway by the Council, all maintenance works will be the
responsibility of the Developer. This responsibility will continue throughout the one year
maintenance period, or until the expiry of any maintenance periods specified within
planning conditions or planning obligations, whichever is the longer.
Implementation
14.29
All soft landscaping areas are to be kept free of weed growth and litter and where mulch
has been used, this should be topped up whenever necessary.
14.30
Any dead or damaged parts of trees and shrubs are to be pruned back to sound wood or
replaced where plants have failed. Tree stakes should be reaffirmed or replaced and
tree ties regularly checked and adjusted as necessary.
14.31
Trees and shrubs lost through theft or malicious damage should be replaced. These
replacements should take place during the appropriate planting season and in
accordance with the original planting specification.
14.32
Trees and shrubs should be kept free of weed growth by hand and not by use of
herbicides. Herbicides may also kill the tree or shrub, particularly during the
establishment phase.
14.33
All trees and shrubs should be regularly irrigated in dry weather conditions and a
programme of irrigation should be agreed as part of the maintenance plan, particularly
for the initial 24 month establishment period.
Adoption
14.34
The Council will normally adopt well-designed landscaping on highway verges and other
highway-related land providing that the Developer pays a commuted sum to cover the
long-term maintenance of the scheme.
14.35
However, the Council will not adopt any new landscaping within a development where
the plants are either dead, stressed or failing to establish due to poor design, planting
practices or lack of maintenance.
14.36
In circumstances where landscaped areas are proposed but are deemed to not relate to
the highway function, the Council may require adoption of the area by another public
body or maintenance by a private management company.
149
15
Drainage
15.1
To promote the use of SUDS within Gloucestershire, the County Council intends to
publish local SUDS guidance.
15.2
Where public foul and surface water sewers and lateral drains are to be laid under the
adoptable highway (or where the highway drainage is to be connected into a surface
water sewer) then written assurance must be obtained beforehand from the Water
Company that it will adopt the sewers and drains subject to compliance with its
requirements in the current version of Sewers for Adoption. The Developer shall apply
for the adoption of the sewers under Section 104 of the Water Industry Act 1991.
15.3
The Highway Authority will normally decline to adopt any road until the Water Company
has confirmed the adoption of all sewers within the street, although in exceptional
circumstances, the Council may be willing to enter into a section 50 Licence, subject to
confirmation from the Drainage Company that that the sewers have been constructed to
their satisfaction.
15.4
Where an outfall is proposed to be through an existing highway drain, before approval
for the connection can be given, the Developer will be required to prove:i.
the existing highway drain has the capacity to cope with the surface water
discharge from both the existing highway areas and the additional areas that
are the subject of the application.
ii.
the internal condition of the existing highway drain is suitable.
15.5
This submission will include the provision of appropriate design calculations, catchments
area plans, and a copy of the internal condition report of the drain including a copy of a
CCTV survey. The carrying out of any works required will be at the expense of the
developer.
15.6
Any highway drainage system should be designed to accept the following storm (without
surcharging):-
15.7

Sites with average ground slopes greater than 1%
I year

Sites with average ground slopes 1% or less
2 year

Sites where consequences of flooding are severe
5 year
The system should also be designed not to flood any building in a 1:100 (+30%) year
return period design storm.
150
15.8
Excluding soakaways, all prospectively maintainable highway drainage systems shall be
located within land which is to be adopted by the Council or that would be under the
control of a public body. Only in exceptional circumstances will they be permitted within
land which is to remain private. Where such circumstances do arise, the land owner at
the time of completing a Section 38 Agreement will be required to give a grant of
easement, which will be binding on successors in title. The Developer is strongly
advised not to sell any land which will contain highway drainage before completion of
such an Agreement. The Easement is a standard document prepared by the County
Solicitor and the Council will not accept any different form of undertaking, which dilutes
the rights conferred by it.
15.9
Gully positions shall be chosen so that no gully has a catchment area of impermeable
surface exceeding that shown in Table 15.1 below or alternatively the gully positions
shall be determined in accordance with the Design Manual for Roads and Bridges HA
102/00. The design parameters shall be 0.5m width of flow and a one year storm. If
central drainage is proposed in a shared surface street, the maximum area per gully for
a standard street can be utilised.
Table 15.1 - Maximum area to be drained by one gully [m2]
Maximum Area Per Gully
Lateral Fall – 2.5%
(1:40) (Camber or
crossfall)
Longitudinal Fall
Steeper than 1.67%
(1:60)
Standard Street
100m
2
Longitudinal Fall
Between 1.67% and 0.8%
(1:60 and 1:125)
80m
2
40m
2
Shared Surface Street – with
2
Camber
50m
Centre drainage
100m2
80m2
15.10
It is the responsibility of the Developer to demonstrate and ensure that the number and
positioning of the gullies are adequate to drain all areas of carriageways, footways,
footpaths and cycle tracks.
15.11
Roads will be the subject of a wet weather inspection and will not be adopted until the
Council is satisfied that the drainage system is performing in a satisfactory manner.
151
Soakaways
15.12
If soakaways are approved by the Council, they should be positioned outside the
carriageway, normally at least 5 metres behind the footway [i.e. outside the adoptable
highway]. In such cases adequate formal easements and rights shall be provided in
perpetuity for the Council to:
i.
discharge the highway drainage system without any liability for nuisance or
damage outside the prospectively maintainable highway;
ii.
have assured and unencumbered access to the soakaway and all
prospectively maintainable highway drains to maintain free flow of the
discharge.
15.13
Developers will be required to pay a commuted sum for the future maintenance of
soakaways. The level of commuted sum has been set taking into account an effective
annual interest rate of 2.2%, a life of 25 years and an inspection, cleaning and desilting
cost of £850. The current commuted sum per soakaway is £3,103.
15.14
Soakaway chambers, where permitted, can be constructed of honeycombed brick or
blockwork or perforated concrete rings. The chamber shall be surrounded with porous
clean stone and appropriate grade geotextile. A typical soakaway construction is shown
in Figure 15.1.
15.15
The soakaway chamber must be positioned entirely above the water table level.
15.16
A separate, non-porous silt chamber with a 1.2m deep sump shall be provided, at a
readily accessible position within the highway with a minimum diameter of 1.5m.
15.17
The required capacities shall be calculated in accordance with the recommendations of
Building Research Establishment Digest 365 Soakaway Design. At the time of writing
the storm return period should be 1 in 10 years but you are advised to check this with
the Council before starting the design.
15.18
Where soakaways are positioned behind the highway the connections into them must
not pass along the footway or service strip but must cross at right angles so as to
minimise the length of pipe which lies beneath statutory undertakers plant.
15.19
Soakaways and silt chambers often contain a substantial depth of water and this can
represent a hazard to children. Soakaway manhole covers, even when not subject to
vehicular loading, must be of sufficient weight to deter unauthorised personnel from
lifting them and will require easements where sited outside highway limits.
152
Highway Drainage Manhole Design
15.20
Manhole chamber design shall be in accordance with the types illustrated in Sewers for
Adoption – Seventh Edition.
15.21
Where different sized pipes connect into a manhole, their soffits shall be laid level.
15.22
Manholes shall be provided at maximum intervals of 90m and at every pipe junction,
change of pipe size, direction or gradient.
15.23
Manholes shall not be placed in footways, service strips or any other areas required for
use by the Statutory Undertakers.
15.24
When manholes are located in carriageways they shall be located such that their use
during inspection and maintenance work will not prevent the free passage of vehicles or
cause a hazard to cycles or motorcycles.
15.25
Consideration must be given to reducing the opportunity for informal access to
underlying apparatus by unauthorised personnel.
153
Figure 15.1 - Typical Soakaway Construction
Detail
NOTES
3
1. Volume shall be 5.8m approximate capacity to invert level.
3
2. Normally only 2 no. road gullies shall drain into each soakaway with 2.5m capacity
2
required for each gully. Gullies shall drain 180m of paved highway, including
footway.
3. In exceptional circumstances 3 no. gullies shall be permitted to drain into a
soakaway.
4. A layer of “Terram” or similar material shall be used as a membrane between the
soakaway and the surrounding backfill material to prevent ingress of material.
154
Pipeline Design
15.26
The examples of design given below will be acceptable for highway drains provided that
the pipes are protected from extraordinary loads during the road construction period.
15.27
For pipes of less than 450mm diameter laid in a trench with cover of between 4.0m and
1.2m under carriageways [1.0m elsewhere] the pipe must be surrounded in clean,
single-sized aggregate.
15.28
For all pipes [except UPVC] of less than 450mm diameter and laid with cover of between
0.6m and 1.2m, the pipe shall be bedded on and surrounded with concrete. Designers
should make every effort to avoid pipes with less than 1.2m of cover because they are
more expensive to construct and more likely to be accidentally damaged by the activities
of statutory undertakers etc.
15.29
For UPVC pipes concrete surround is not acceptable, a reinforced concrete slab bridging
the trench will be necessary for the shallower depths of pipe. However, it must be noted
that this detail is not generally acceptable to the Water Companies.
15.30
All trenches under or adjacent to the paved highway shall be backfilled with Type 1
stone. Backfill is deemed to be the vertical zone between the top of any separate pipe
surround or cover material and the underside of the road base.
Subsoil Drainage
15.31
If groundwater is likely to be present which may affect the integrity of the road or
adjoining structures, a subsoil drainage system shall be provided to the satisfaction of
the Council where:






the sub-soil is unstable due to waterlogging; or
the sub-grade could be altered due to groundwater; or
the height of the winter water table is within 600mm of the formation level of
the road; or
water could run from or out of adjacent land; or
the finished road level is below the existing ground level, regardless of the
water table; or
springs, land drains or watercourses are present.
Flood and Water Management Act 2010
15.32 The Flood and Water Management Act 2010 designates the Council as a Lead Local
Flood Authority and the SuDS Approving Authority and makes the Council, both in this
capacity and as Local Highway Authority, a Risk Management Authority. These duties
will be phased in over a number of years, and MfGS will be updated as necessary when
specific duties become operational.
155
15.33 The Council has identified areas within the County that are at risk of flooding. The
Council is in the process of creating a digital drainage map of the County’s Highways
although this will be some time yet before the map is complete.
15.34 New national standards will be identified governing the way in which surface water
drainage systems from new roads and buildings in England & Wales must be
constructed and operate. These standards will reflect the need to mitigate flood damage,
improve water quality, protect the environment, protect health & safety and ensure the
stability and durability of drainage systems.
156
16
Services and Utilities
Service Corridors
16.1
The layout of all new estate roads should be designed to accommodate services. It is
essential that the developer contact all the relevant statutory undertakers at the early
design stages. This is to ensure that their apparatus can be installed in an efficient and
economic sequence, and to comply as much as possible with the recommendations of
the National Joint Utilities Group (Fig 16.1)
Figure 16.1 - Recommended Arrangement of Mains in Two Metre Service Corridor
Routing of Services
16.2
The statutory rights by which utility companies lay and maintain their apparatus are
based on the assumption that they will be laid in adopted highways and other publicly
owned land.
157
16.3
The Council will not generally accept the laying of apparatus within the carriageway, with
the exception of public sewers. It is recognised that in shared surface streets, all of the
apparatus will have to be located within the shared surface area.
16.4
When deciding routes for services, please note that the Council prefers dual mains
installations as they avoid carriageway crossings weakening the structure of the road
and ensure there is no future need to excavate the carriageway.
Service Corridors
16.5
The minimum requirement for the provision of service corridors is two metres. In
conventional streets these will be within the footway, on shared surface streets, the
corridor will be within the street itself. If the Developer proposes service strips that are below
this width, then early discussion is recommended with the Council’s HDM Team and robust
evidence will be required to satisfy the Council that sufficient room has been allocated to
accommodate all of the apparatus.
16.6
The developer should endeavour to position apparatus in accordance with Figure 16.1.
Where this is not possible, such as within a shared space street, it is essential that the
developer ensures that services do not conflict with each other.
16.7
Service corridors must be in areas clear of trees, hedges and walls. Any trees must be
located so that their root systems, when mature, will not damage apparatus or be
damaged during the laying and maintenance of apparatus. For this reason root
deflection barriers must be used and the developer should consider the location of
existing trees and other planting.
16.8
The developer is strongly advised to check with the Local Planning Authority regarding
the location of any trees, the locality of any Tree Preservation Orders and any relevant
planning conditions relating to the severing of roots.
Ownership of Service Corridors:
16.9
Service Corridors should be located within the public highway.
16.10
The Council reserve the right to remove any structure or planting that it considers may
damage either the adjoining carriageway or the services below.
16.11
If the service corridor is located within a highway verge adjacent to other grassed areas it
must be delineated using the standard Highway Marker Blocks.
Laying Ducts
16.12
The Developer should try and determine the location of all ducts required for services at
the earliest opportunity. They must be installed prior to the laying of the surface course.
16.13
Utility companies generally prefer to lay all apparatus serving more than one customer in
the public highway where they have statutory powers of access.
158
16.14
Where services have to cross a carriageway, they should be in ducts and the duct
positions agreed by the Council at an early stage.
Fire Hydrants
16.15 When a new development within the county is planned, Gloucestershire Fire and
Rescue Service should be given the opportunity to determine the risk and recommend
the number and position of fire hydrants. Each hydrant will need to be strategically
placed, to ensure the minimum provision is made, whilst delivering the optimum supply
of fire fighting water delivered from a mains system. Where necessary, a planning
condition will be recommended to the LPA requiring details of fire hydrants to be
submitted and agreed and for the hydrants to be provided prior to occupation of nay
buildings.
16.16
If a “wash-out” facility is positioned at the end of a cul-de-sac, adequate drainage
facilities must be provided.
Placing or Altering Apparatus in the Road
16.17
For most developments the Developer will need to place new utilities and services in the
highway, as well as altering services that are already there.
16.18
A Section 50 Licence (under the New Roads and Street Works Act 1991 [NRSWA])
allows the Developer to place, retain and remove apparatus within the existing highway
and to carry out the work necessary to do so.
16.19
When the Developer carries out works under a Section 50 License they are effectively
operating as a statutory undertaker. The Developer is therefore governed by the
obligations imposed under the NRSWA and the Traffic Management Act 2004.
16.20
The Council is responsible for issuing and monitoring Section 50 Licenses. If the
Developer requires one for any development then it is recommended to start discussions
early to ensure it does not delay construction.
Co-ordination of Street Works for a New Development
16.21
Whenever a new development is started, there is a requirement for many services to be
brought onto site. In most cases, the provision of those services requires works on the
roads in the vicinity of the site.
16.22
Electricity, Gas, Water and Telecommunications companies are not generally aware of
each other’s plans or proposals before work commences.
What can the Developer do to help?
16.23
The Developer is often the only person who is aware of all the planned service works.
16.24
The Developer and their site agent should check the routes that the service providers
are taking. If there are elements of the routes which overlap, it may be possible for the
159
service providers to share trenching and reduce the impact of the works on the local
residents and travelling public.
16.25
Where trench sharing is not possible, there may be an opportunity to complete all road
works within any road closure planned by a single service provider.
Contacts
16.26
If there is an opportunity for routes to be shared, please inform the local contact from
each relevant service provider. Tell them who else is involved and they will be able to
discuss options between themselves.
16.27
The developer is best placed to co-ordinate this dialogue because individual service
providers are unable to share the developer’s details without their permission. In
addition, please contact the Council Streetworks Team as they will be able to assist with
the coordination of the scheme.
Benefits of Co-ordination
16.28
The most immediate benefit of co-ordination is that the works being undertaken in the
roads around a development site are done so to make best use of open trenches.
16.29
This means local residents will see less disruption as a result of development works. In
some cases, it may even be possible that the combined connection charges of all the
service providers will reduce as a result of shared excavations. The date of any
combined works and connections may vary from individual dates that may have been
quoted, and all dates will be set with your agreement.
Consideration
16.30
All works must be undertaken within the guidelines of current Streetworks Legislation.
16.31
New estate roads should be designed to accommodate services and liaison with all
statutory undertakers and communications providers should be done at the earliest
stage possible to ensure that their equipment is installed in an efficient manner and as
much as possible to comply with the recommendations of the National Joint Utilities
Group.
16.32
Although this idea is not always possible it is important to ensure that services do not
conflict.
16.33
When selecting routes for services, dual mains installations should be the norm to
prevent carriageway crossings weakening the road structure and preventing the need to
dig up the carriageway.
16.34
Trench sharing, trench less technology or any other innovative ways of working should
be encouraged to minimise the disruption to the road user, examples of which are given
in Figures 16.2 and 16.3 below:
160
Figure 16.2 - Two Utility Trench Share Arrangement
Figure 16.3 - Three Utility Trench Share Agreement
161
162
17
Legal Processes and Adoption Process
The Advanced Payments Code
17.1
The Advance Payments Code (APC) is a legal requirement under Sections 219 - 225 of
The Highways Act 1980. It aims to ensure that security is provided for any new street
works that may be carried out as part of a new residential or commercial development.
17.2
The security acts as surety, so that in the event of a landowner/developer defaulting,
there is sufficient money in place to protect owners of properties fronting the street from
be liable for the costs to complete the works to an adoptable standard.
Initiating the APC
17.3
The APC process is triggered once the relevant District Council has notified the Council
of details having been submitted to them in respect of qualifying residential or
commercial development.
17.4
The Council will serve an APC Notice on all development comprising two or more
buildings.
17.5
The Council is under a duty to serve an APC Notice on the person who submitted or on
whose behalf details were submitted to the District’s Building Control. The Notice
requires financial security to be provided that is sufficient to cover the cost of any street
works. The local land charges office is notified, who in turn make an entry onto the local
land charges register.
Exemption Notices
17.6
Certain criteria may exempt a landowner/developer from having to provide security. A
full list of exemptions is detailed in Section 219(4) of the Highways Act 1980. If the
Developer / Landowner consider there to be grounds for an exemption, an application for
an exemption should be made in writing to the Council, stating under what grounds an
exemption is being sought, and if the Council agrees, then it will serve an Exemption
Notice on the landowner/developer.
Landowners/Developers obligations
17.7
If the Council has served an APC Notice, then the landowner or developer are legally
obliged to provide the security stated within the Notice before any building works begin
on site. Security is usually provided in the form of a Bond or as a cash deposit, but other
means of security may be allowed at the Council's discretion.
17.8
The landowner or developer will be liable to prosecution if they commence building
works prior to providing the requested security.
163
Reducing the APC Bond/Cash Deposit
17.9
The APC Notice usually refers to plot numbers and it is to these plots that the security
relates. If at the time of a request from the developer to reduce the bond/cash deposit
the developer has sold the plots off, under Section 221 of the Highways Act 1980 a
reduction shall not be made unless the owners of the plots have been notified of the
proposal to reduce the security and have been afforded an opportunity of making
representations to the Street Works Authority in relation to it. Depending on the
representations received a decision then will be made on whether or not to allow the
reduction.
Releasing the APC Notice and Financial Security:
17.10
The completion of a Section 38 Agreement will release the landowner or developer from
their APC obligations. Any financial security provided will be released or transferred to
make up part of the bond for the Section 38 Agreement. The Local Land Charge Office
will be asked to remove the Notice regarding the APC from the land charges register
once the Section 38 Agreement is complete.
17.11 Completion of the ‘street’ to an adoptable standard (subject to the Council having
approved the specification for the street and having inspected the works) prior to any
building serviced by that street being sold, would enable the APC Notice to be released.
Section 38 Agreements (Adoption of New Roads)
17.12
Section 38 of the Highways Act 1980 gives the Council the ability to secure the adoption
of a private street that it to be constructed as part of a development. The street can
serve either residential or commercial development. The adoption of a street means that
the Council becomes responsible for its future maintenance.
17.13
The Council will normally consider the following areas for adoption:
•
•
•
•
•
•
•
•
All carriageways and footways adjacent or related to them, and any
structures which are a necessary part of the highway;
Lay-bys, turning areas and unallocated on-street parking spaces;
Margins adjacent to carriageways and footways designed as an integral part
of the highway;
Service margins, strips or areas required by utility companies;
Visibility splays and sight lines;
Landscape works within the boundaries of the proposed public highway;
Footpaths and cycleways; and
SuDS, gullies, manholes, soakaways, headwalls and pipes concerned with
the drainage of the highway.
164
17.14
Please note that surface water and foul water systems will not be adopted by the Council
and must be subject of a legal agreement under Section 104 of the Water Industry Act
1991 with the relevant Water Company. Similarly private water systems will not be
adopted by the Council.
17.15
In order for the Council to consider a site for adoption the design and construction of the
new street, or highway improvements, must be approved and inspected by the Council
under a legal agreement.
Private Street Works Code – Highways Act 1980
17.16
In exceptional circumstances where land ownership cannot be determined, the Council
will consider adoption by way of the Private Street Works Code. This procedure involves
the Street Works Authority agreeing to apply the Code, approving the highway scheme
(including it’s cost) and apportioning those costs to the Developer. Once the scheme has
been completed, the street can be adopted by displaying notices in prominent positions
in the street. These notices will declare the street to be a highway maintainable at the
public expense on the expiration of one month from the date on which the notice was
first displayed subject to no objection from either the Landowner or the majority of the
Landowners being received.
Highway Works Agreements (Works on the Existing Highway)
17.17
The Council secures works on the existing highway by means of a Highway Works
Agreement. The agreement will consist of standard clauses but the clauses to be used in
the Agreement will be dependent upon the scale and complexity of the works.
17.18
Each agreement will be tailored using these standard clauses depending on the work in
question (for instance traffic signal clauses will not be included if a new footway is the
subject of the works).
17.19
The standard clauses have been formulated by experience through the years and are
constantly reviewed to take account of new and emerging national and local policies and
highway law.
17.20
Some of the clauses will be found in every Agreement through necessity. The standard
clauses, and supporting information relating to them, can be found at Appendix G.
17.21
Before the Council's Legal Team will send out a draft agreement they will need to
receive two things from the landowner/developer’s solicitor, namely an undertaking for
abortive costs and title to the land in question.
165
Costs
17.22
The undertaking for abortive costs is sought to cover the Council in the event that for
some reason the agreement is not concluded. It enables the Council’s Legal Team to
recover any costs that have been incurred. Normally it is advisable to start off with an
undertaking for £1,500 (although the Council’s Legal Team may advise that this figure
should be greater depending on the complexity of the agreement envisaged). Should the
Council's legal costs exceed this amount then a further undertaking will be sought
beforehand.
17.23
It is worth mentioning at this time that if the draft is accepted costs will be lower. Charges
are made on a time basis and the longer time taken to negotiate changes to standard
clauses, the more the cost to the landowner or developer will escalate. This obviously
applies two fold as the landowner/developer will also be paying their own solicitors costs!
17.24
Legal fees will be payable at the completion of the agreement on a time charged basis.
Hourly rates are not given as they vary depending on the level of person dealing with the
case and whether other staff have given assistance. These charges are separate from
the fees payable to the Council as Local Highway Authority for their time in the
administration, checking and inspection of the agreement which are based on a sliding
scale which can be found in Appendix J.
Providing Title
17.25
As previously mentioned it will be necessary to provide title to the area of the application
for planning permission before a draft agreement can be sent out. All those with an
interest in the land (i.e. if the land is mortgaged, the mortgagee (the Bank or Building
Society) or, if leased, the Leaseholder) will be required to enter into the agreement.
Prior to commencing works
17.26 Certain clauses with a completed Agreement must be satisfied before any works
can commence on the public highway. For example, you must have:
Obtained technical approval;

Booked the road space with [email protected] ;

Submitted a photographic condition survey of the surrounding road
network;

Submitted to full sets of the approved programme plans and drawings
together with electronic copies;

Submitted details of the proposed traffic management;

Submitted details of the contactors’ operative’s accreditation;
166

Liaised with all Statutory Undertakers and Public Utilities;

Given 3 months notice of commencement to
[email protected];

Provided a surety (bond or cash deposit);

Obtained any necessary Traffic Regulation Orders and had any Notices
published and representations considered by the Council;

Put in place the necessary Insurance cover as specificed in the Agreement
and provided the Policy (and receipts for payment of current premiums) to
the Council; and

Paid the Council’s design approval and inspection charges.
The Council as the Developer
17.27
In certain circumstances, for example constructing a new school, the Council will be the
developer. Due to the scale of these projects there will invariably be works required on
the existing highway.
17.28
In these situations it is not possible for the Council to enter into a Highway Works
Agreement with itself. However, it is crucial that the same system of approval and
inspection is followed to ensure accountability and consistency with other works carried
out by private developers.
17.29
The Council’s Highways Development Management (HDM) Team will require the
relevant internal department to obtain their conditional consent, which stipulates that a
full technical submission will be made to them, technical approval issued prior to works
commencing and that inspections are requested at the relevant stages. In addition the
Team’s administration and inspection fees must be paid and security agreed by way of
an undertaking to ensure the department instructing the works is responsible for
payment should the contractor default.
Works Inspections
17.30
In order for the Council to be able to issue stage certificates (if requested to do so by the
Developer) and agree to the associated reduction in the bond amount, it requires works
to be approved by one of its Inspectors, who will need to be satisfied that all materials
and construction are in accordance with the Technical Approval before signing them off.
17.31
It is the Developer’s responsibility to arrange Inspections with the Council's HDM Team.
Inspections need to be carried out at each designated stage of construction, as outlined
in Table 17.1 below. It is the also the Developer’s responsibility to give sufficient
advanced notification in accordance with the periods set out below.
167
Table 17.1 - Designated Stages and Notification Periods
Designated Stage
Excavate Foundation
Drainage Excavation
Backfill Drainage Excavation
Pipework Laying
Sub Base
Kerbing
Base Course
Binder Course
Surface Course
Minimum Notice Required by HDM Team
7 days
7 days
7 days
7 days
7 days
7 days
7 days
7 days
10 days
17.32
The Developer must give the HDM Team at least 48 hours notice if any works
temporarily cease or restart.
17.33
If the Developer fails to give sufficient notice then the HDM Team may need to request
site tests (including coring of the road construction) to confirm that the works conform to
the Technical Approval. All costs involved with these tests, including the reinstatement,
will be at the Developer’s expense.
17.34
The Council must be notified in advance of any contractor who will supply or lay
materials. References may be sought. Contractors working on the public highway must
be NRSWA accredited.
17.35
The Developer must contact all relevant service providers 14 days prior to laying the
surface course. The HDM Team must be satisfied that any work that may affect the
integrity of the surface has been completed prior to allowing final surfacing to
commence.
17.36
The HDM Team may require a CCTV inspection and written report of the drainage
before final surfacing and at the end of the maintenance period. If any defects are found
then a further inspection may be required once the required works have been
completed. All costs involved with this process will be at the Developer’s expense.
168
Maintenance and Adoption
17.37
Notwithstanding approval of stages of work as per Table 11.2 certification of the
elements of work identified within the legal agreement will be carried in accordance with
the appropriate Clauses with the bond reduced to satisfy the legal agreement.
17.38
In order for this to be done;


17.39
All of the highway works have to be approved by the Highways Development
Management Team; and
the ancillary matters upon which adoption is dependent but not within the
control of the Council as Local Highway Authority have to be approved by the
responsible Agency or Authority. e.g. SuDS, Sewers or Public Open Space.
These Certificate stages are as follows and require the necessary approvals:
Substantial Completion Certificate (formerly Part 1)
Works to be completed to a point where the highway is a safe and suitable environment
for all roads users (i.e. footways and carriageways surfaced in a bound material, no trip
hazards, working surface water drainage and street lighting.) Interim Stage 3 Road
Safety Audit required and any works identified therein completed. Certificate is required
prior to occupation of any buildings. A Non Motorised Users Audit will be required stating
how consideration of NMUs has been incorporated into the design process and how the
objectives set out in the NMU Context Report have been achieved.
Completion Certificate (formerly Part 2)
Full completion of the approved highway works, including works identified in a full Stage
3 Road Safety Audit and Non Motorised Users Audit. Provision of written confirmation
from the adopting water company regarding 'intention to adopt' the sewers. Allows the
highway works to go onto maintenance.
Final Certificate
All remedials completed. Stage 4 Road Safety Audit required. Vesting Declaration of
sewers completed. CDM file & as-built plans submitted.
17.340 It should be noted that no certificates will be issued until the legal agreement is
completed. It should further be noted that no occupations should occur until a
Substantial Completion Certificate (formerly a Part 1) has been issued in respect
of new streets and a Completion Certificate issued in respect of other highway
works, where these works are required in advance of occupations.
169
17.41
It should also be noted that no works shall take place on a public highway until a
legal agreement has been completed and technical approval has been issued
17.42
Gloucestershire Highways' Street Lighting Team must be immediately advised of each
new adoptable lighting system. This advice must be supported by the Electricity
Company installation certificate.
17.43
The development will be adopted by the Council in accordance with the Legal
Agreement provided that the works are completed in accordance with the requirements
of the Agreement and that any remedial works identified have been completed to the
Council's satisfaction.
17.44
If the developer does not secure a legal agreement, the Council will not be bound by any
of the procedures as described.
17.45
The Council will be prepared to issue Certificates on a phased basis, provided that:

The highway works on that length of road have reached a stage where the
criteria for issuing a Certificate has been met; and
The road is connected to an existing publicly maintained highway either
directly or via a road which is the subject of a Section 38 agreement;
17.46
During the maintenance period, the Developer will be responsible for supplying ‘as-built’
plans (wording as description in the Legal Agreement.) These plans must also indicate
the names of roads and the postal number of each dwelling.
17.47
One month prior to the expiry of the maintenance period, the Developer must make
arrangements with the Council for the inspection of the works. The Developer must
provide sufficient labour attendance and equipment for the lifting of covers. For this
inspection, drains, manholes, gullies and chambers must be perfectly clean, drains
rodded or jetted where necessary and flushed, and carriageway, channel, footway and
footpath surfaces swept to the satisfaction of the Council’s HDM Team.
17.48
The Developer must remedy and complete all outstanding works identified by, and to the
satisfaction of, the Council’s HDM Team prior to the commencement of the formal
adoption procedure.
Health and Safety File
17.49
As part of the adoption process the Developer is required to provide a post construction
Health and Safety File (in accordance with the Construction Design and Management
Regulations 2007).
170
17.50
The Health and Safety File should inform the Council of any potential hazards that may
be encountered in the future maintenance of the highway, and also provide advice on
any special procedures that need to be adhered to when working with site specific
apparatus or services.
17.51
The Developer is responsible for ensuring that their Principle Designer has prepared and
revised the Health & Safety File and that it is sufficiently comprehensive and that the file
has been submitted to the Developer at the end of the construction phase. The Council
expects that the following list of items should be included within the Health and Safety
File.
Information about all of the following topics, where these may be relevant to the health
and safety of any future construction works. The level of detail should be proportionate
to the risks likely to be involved in such works.









A brief description of the works carried out and completed including construction
details.
Residual hazards and how they have been dealt with (for example, surveys or
other information such as buried services).
Key structural principles incorporated in the design of any adoptable structures.
Any hazards associated with the materials used.
Information regarding the removal or dismantling of installed plant and
equipment.
Health and safety information and maintenance information for any adoptable
structures.
The nature and location of all services including street lighting (location plans to
be provided).
Information regarding any items encountered in the area of the works during
construction and whether removed or left in-situ.
As-built plans.
In addition, any other matters which the Principle Designer considers should be
contained within the Health and Safety File.
Marking the Highway Boundary
17.52
Where the boundary of the adopted highway is not clear (for example there is no footway
edge, wall, fence etc) highway boundary marker blocks should be installed to denote the
highway boundary.
171
17.53
Markers should comply with the general requirements for precast concrete blocks and
include “Highway Boundary” cast in the top face - see photograph below. Other types of
highway marker block can be used subject to prior written agreement with the Council.
The block must be set in a minimum of 150mm bed and haunch with C15P concrete.
The haunch must come to within 50mm of the top face of the block (see Figure 17.1).
17.54
When located within the carriageway the block must be laid at 90o to the kerb. The
blocks should not be removed without the Council's written permission.
Figure 17.1 Standard Construction Detail for Highway Marker Block
172
Residents Maintaining Highway Verge
17.55
On some developments, in particular where the carriageway is a shared space for
vehicles and pedestrians, it may be necessary for the Developer to place some of the
underground utilities and services in the grass verge adjacent to the carriageway (called
a service strip).
17.56
In these situations it is common for the service strip to be located at the start of
resident’s front gardens. The extent of the service strip will be identified by a highway
marker block or similar form of demarcation (as detailed above in Section 6.8).
17.57
The service strip will be adopted as public highway at the same time as the rest of the
carriageway and so becomes the Council's responsibility to maintain. However, due to
the proximity of these service strips to their front gardens, some residents may like to cut
the grass more regularly than the Council would normally do as part of routine
maintenance, or plant some bulbs or shrubs.
17.58
In this situation, Section 142 of The Highways Act 1980 allows property owners,
adjacent to highway land, to apply for a Licence to Cultivate to maintain areas of
highway verge. The licence gives the landowner permission to plant bulbs, shrubs, and
in some cases trees on the highway, subject to certain conditions which are based upon
highway safety and maintaining adequate visibility for all road users.
17.59
A Licence to Cultivate is granted with the following conditions:




17.60
The applicant must consult with relevant utility companies before
commencing work on site to prevent damage to any utility services within the
ground.
No holes should be greater than 0.25m depth.
Minimum of 1m from the edge of the carriageway.
To ensure an adequate visibility splay is maintained at all times. This may
require plants to be removed or trimmed.
The applicant will also be required to provide details of the proposed planting scheme as
well as indemnifying the Council from any future claims arising from the maintenance
activity.
173
17.61
Licences can be terminated by the Council:(i)
after having given at least seven days notice if any condition of the
Licence is contravened; or
(ii)
after having given at least three months notice if the Council consider the
withdrawal of the Licence necessary for the purpose of the exercise of their
functions as a Highway Authority; or
(iii)
after having given at least seven days notice in the event of the tha land subject
to the Licence ceasing to be public highway.
17.62 Licences can be terminated by the Licensee after having given at least one month’s
notice in writing of such termination
17.63 A charge will be made for processing the application for a licence to cover the
administrative costs associated with reviewing and considering the application. This will
be in accordance with the schedule set out in Appendix K – Fee Schedule
174
References
1
Manual for Streets, Department for Transport, 2007
2
Manual for Streets 2: Wider Application of the Principles, Chartered Institute of Highways
& Transportation, 2010
3
Inclusive Mobility, Department for Transport, 2002
4
Design Manual for Roads and Bridges Volume 5 Section 1, TA 22/81, Vehicle Speed
Measurement on All Purpose Roads, Highways Agency, 1981
5
Guidance on Transport Assessment, Department for Transport, 2007
6
Road Safety Audit, Chartered Institute of Highways & Transportation, 2008
7
Good Practice Guidelines: Delivering Travel Plans Through the Planning Process,
Department for Transport, Department for Communities and Local Government, 2009
8
Local Transport Plan 3, Gloucestershire County Council, 2010
12
Preparing Design Codes: A Practice Manual, Department for Communities and Local
Government, 2006
13
Design Manual for Roads and Bridges, Volume 5 Section 2, Part 2, HD 19/03, Road
Safety Audit, Highways Agency, 2003
14
Circular 11/95: The Use of Conditions in Planning Permissions, Department for
Communities and Local Government, 1995
16
Traffic Management Act 2004: Network Management Duty Guidance, Department for
Transport, 2004
17
Planning Obligations: Transport, Cheltenham Borough Council, 2004
18
Procedural Guidance - Planning Appeals and Called In Planning Applications, PINS
01/2009, The Planning Inspectorate, 2010
21
Safer Places - The Planning System and Crime Prevention, Department for
Communities and Local Government, 2004
22
Guidance on the Use of Tactile Paving Surfaces, Department of the Environment,
Transport and the Regions, 1998
24
Residential Car Parking Research, Department for Communities and Local Government,
2007
25
Car Parking; What Works Where, English Partnerships, 2006
26
Local Transport Note 2/08 - Cycle Infrastructure Design, Department for Transport, 2008
175
27
Sewers for Adoption, 7th Ed, WRc Plc, 2012
28
A Guide to Design Loadings for Buried Rigid Pipes, Department for Transport, 1983
29
Manual of Contract Documents for Highway Works, Volume 1, Specification for Highway
Works, Highways Agency
176
Revisions Table
Date of Revision/s
Revision/s Made
11/01/12
Optimism Bias added
23/01/12
APC Security Reduction added, S.228 Procedure added and general
amendments to document
01/02/12
Recycled Materials Policy, Street Lighting Design – GH Designers
and general amendments
02/02/12
General amendments and fees updated
09/12/12
HRA Surfacing, Appendix A Contact Details and 6.1.8
20/02/2012
Road geometry added and street design amended.
06/03/2013
16/4/2013
Updated to take account of:a). the publication of the National Planning Policy Framework;
b). the publication of the local Standing Advice;
c). the publication of local Road Safety Audit Guidelines;
d). the publication of the local Cycle Facility Guidelines;
e). the abandonment of the local draft Accessibility Guidance;
f). the CIL Regulations;
g). amendments to road and junction geometry and street design;
h). the publication of Manual for Streets 2;
i). clarification on the application of the Advanced Payment Code;
j). the publication of TAL 1/13;
k). clarification on over-dig requirements;
th
l). the publication of the 7 Edition of Sewers for Adoption
Construction specification amended
10/5/2013
Update to take account of BD02/12
01/04/2016
a). Table 12.2 to accord to street types
b). Table 15.1 modified
c). Table 5.7 modified
d). Section 14 reference points
e). Table 12.1 modified
f). Section 15 Drainage Design Specification modified
g). Section 8 Safety Considerations modified
h). Table 8.1 modified
i). Non Motorised Users Audits modified
j). Physical Activity Toolkit added
k). Local Developer Guide
l). HRA specification modified
m). Bus Routes modified
n). Optimism Bias changed in light of TAG A1.2.
o). 17.26 added – Pre commencement requirements.
p). Private Street advice changed.
q). Guidance on Transport Statement / Assessment and Travel Plan
changed to take account of publication of Planning Practice
Guidance
r). Bonding guidance for highway agreements changed.
s). Commuted sum for a soakaway set.
t). CDM Co-ordinator changed to Principle Designer
177
18/05/2016
u). Lateral drains to be adopted under sc104
v). Tracking requirements to include 500mm clearance from a kerb.
w). Amended in response to Stow Town Council representations
Paragraph 3.50 amended
178
APPENDIX A
CONTACT DETAILS
GLOUCESTERSHIRE
COUNTY COUNCIL
Contact Details
Shire Hall
Westgate Street
Gloucester
GL1 2TH
Highways Development
Management
e-mail: [email protected]
Road Safety Partnership
Integrated Transport Unit
Streetworks
Public Rights of Way
https://gloucestershire.firmstep.com/default.aspx/RenderForm/?F.Name=N
hpgZAuZHCr&HideToolbar=1&ce_lookup_type=PR11
179
APPENDIX B
GLOUCESTERSHIRE HIGHWAY NETWORK
Gloucestershire’s Local Highway Network is shown on the Council’s website alongside this
document.
This map shows the hierarchy of routes with the Class One and Two routes (shown in red and
blue respectively) being those where, in general, greater emphasis will be placed upon ensuring
the safe and expeditious passage of traffic in accordance with the requirements of the Traffic
Management Act 2004.
It should be noted that this map does not show the Trunk Road network that is managed by the
Highways Agency. Within Gloucestershire, this network comprises:
 The M5 and M50 motorways.
 The section of the A40 from M5 Junction 11 westwards to the County boundary with
Herefordshire.
 The section of the A46 eastwards from M5 Junction 9 to the County boundary with
Worcestershire.
 The section of the A417 and A419 south-eastwards from the M5 Junction 11A to the
County boundary with Wiltshire.
180
APPENDIX C
STANDING ADVICE
Relating to developments comprising 5 dwellings or less
accessed from a Class 3 street subject to a 30mph speed limit
or a Class 4 (or lower) highway.
In response to Section 16 1 (d) of the Town and Country Planning (Development
Management Procedure) (England) Order 2010, Gloucestershire County Council, as
Local Highway Authority, has resolved that it does not intend to make representations to
Local Planning Authorities on new or existing residential developments comprising 5
dwellings or less which are accessed off a Class 3 highway that is subject to a 30mph
speed limit, or off a Class 4 (or lower) highway, as defined in the published Standing
Advice, subject to the exceptions set out in the Standing Advice.
181
APPENDIX D
TRANSPORTATION ASSESSMENTS
All developments that generate significant amounts of transport movement should be
supported by a Transport Statement or Transport Assessment.
A judgment as to whether a development proposal would generate significant amounts
of movement will be considered on a case by case basis (i.e. significance may be a
lower threshold where road capacity is already stretched or a higher threshold for a
development in an area of high public transport accessibility).
In determining whether a Transport Assessment or Statement will be needed for a
proposed development the following considerations will be taken into account:

the Transport Assessment and Statement policies (if any) of the Local Plan;

the scale of the proposed development and its potential for additional trip
generation (smaller applications with limited impacts may not need a Transport
Assessment or Statement);

existing intensity of transport use and the availability of public transport;

proximity to nearby environmental designations or sensitive areas ;

impact on other priorities/ strategies (such as promoting walking and cycling);

the cumulative impacts of multiple developments within a particular area; and

whether there are particular types of impacts around which to focus the Transport
Assessment or Statement (e.g. assessing traffic generated at peak times).
See Planning Practice Guidance – Travel plans, transport assessments and statements
in decision making
182
APPENDIX E
TRAVEL PLANS
All developments which generate significant amounts of transport movement should
provide a Travel Plan.
A judgement as to whether a proposed development would generate significant
amounts of movement will be made on a case by case basis (i.e. significance may be a
lower threshold where road capacity is already stretched or a higher threshold for a
development which proposes no car parking in an area of high public transport
accessibility).
In determining whether a Travel Plan will be needed for a proposed development the
local planning authorities should take into account the following considerations:
 the Travel Plan policies (if any) of the Local Plan;
 the scale of the proposed development and its potential for additional trip
generation (smaller applications with limited impacts may not need a Travel
Plan);
 existing intensity of transport use and the availability of public transport;
 proximity to nearby environmental designations or sensitive areas;
 impact on other priorities/ strategies (such as promoting walking and cycling);
 the cumulative impacts of multiple developments within a particular area;
 whether there are particular types of impacts around which to focus the Travel
Plan (e.g. minimising traffic generated at peak times); and
 relevant national policies, including the decision to abolish maximum parking
standards for both residential and non-residential development.
See Planning Practice Guidance – Travel plans, transport assessments and statements
in decision making
183
APPENDIX F
ROAD SAFETY AUDITS GUIDELINES
The Council will require a Road Safety Audit to be carried out, at the appropriate stages
of the design and construction process.
It is recommended that any departure from this guidance is agreed with the
Council as part of the TA scoping report prior to any work being carried out that
might trigger the need for a Road Safety Audit to avoid the risk of abortive work,
and costs, being incurred by the Developer.
184
APPENDIX G
HIGHWAY LEGAL AGREEMENT
It is recommended that any departure from this template is agreed with the
Council prior to any work being carried out on the Agreement to avoid the risk of
abortive work, and costs, being incurred by the Developer.
185
APPENDIX H
PLANNING OBLIGATION (SC106) BONDING POLICY
186
APPENDIX I
HIGHWAY AGREEMENT SUBMISSION PACKAGES
(PLANNING OBLIGATIONS, HIGHWAY WORKS,
PERMISSIONS AND LICENCES)
187
APPENDIX J
SCHEDULE OF FEES AND CHARGES
The Council will seek to re-coup costs associated with the officer time and administrative
costs required to enter into Legal Agreements, review Highway Works submissions with
a view to issuing Technical Approval, provide transport data to assist with the
preparation of Transport Assessment and Travel Plans, and the supervision and
monitoring of Highway Works construction and Travel Plan implementation.
Details of these fees and charges are included below. These will be periodically
reviewed and updated as necessary to reflect the costs associated with providing this
service.
Scale of Charges Incurred to obtain technical approval
Part 1
INITIAL FEE REQUIRED AT THE TECHNICAL SUBMISSION STAGE FOR HIGHWAY
WORKS AGREEMENTS (INCLUDING STREET LIGHTING FEES)
Estimated Cost of Highway Works
Initial Fee Required
Up to £50,000
£1,000
£50,001 to £200,000
£2,000
£200,001 to £500,000
£5,000
£500,001 to £2,000,000
£10,000
Above £2,000,000
£30,000
Table K1
Note: No work will be carried out on a technical submission until these fees have
been received and banked.
188
Part 2
ADDITIONAL FEE REQUIRED AT THE TECHNICAL SUBMISSION STAGE FOR
THIRD SUBMISSION (AND ANY SUBSEQUENT SUBMISSION THEREAFTER) FOR
TECHNICAL APPROVAL
Highways
Works
Submission
Minimum fee
(3 hrs)
Hourly charge out
rate thereafter
Table K2
Street
Lighting
Submission
£232
At cost
£77
Note: No work will be carried out on a subsequent technical submission until
these fees have been received and banked.
Part 3
FULL FEE REQUIRED AT THE TECHNICAL APPROVAL STAGE FOR HIGHWAY
WORKS AGREEMENTS (INCLUDING STREET LIGHTING FEES)
Administration Charge as a Percentage of
Estimated Cost
9% flat rate subject to the minimum fees set
out below.
Table K3
Estimated Cost of Highway
Works
Administration Charge as a Percentage of
Estimated Cost
Up to £50,000
Minimum of £1,000
£50,001 to £200,000
Minimum of £5,000
£200,001 to £500,000
Minimum of £15,000
£500,001 to £2,000,000
Minimum of £30,000
Above £2,000,001
Minimum of £100,000
Table K4
Note:- The full fee includes any Initial Fee paid at technical submission stage
under Part 1 but not any Additional Fees paid under Part 2.
189
Scale of Charges Incurred to for additional site inspections
Part 4
ADDITIONAL FEE REQUIRED FOR THIRD (AND ANY SUBSEQUENT) INSPECTION
AT EACH STAGE OF CERTIFICATION
Minimum fee
(3 hrs)
Hourly charge out
rate thereafter
Table K5
Highways
Works
Submission
Street
Lighting
Submission
£333
£232
£111
£77
Note: No further inspections will be carried out until these fees have been
received and banked.
Scale of Charges Incurred in Licence to Cultivate Applications made under Section
142 of the Highways Act 1980
A charge of £100 will be made for the review and consideration of the Licence
application. A cheque payable to Gloucestershire County Council should be included
with the application.
Traffic Signals
Commuted sums for the ongoing maintenance of installations will be required to be paid
by the Developer to GCC covering a period of 15 years.
The rates payable are reviewed annually on 1st April. The current rates are:

Standard Signal controlled installation £3,500.00 pa

Standard Pedestrian crossing installation £2,250.00 pa
For sites where installations include variable message signs, CCTV, fibre
communications or any other non typical piece of hardware etc.there is likely to be an
increased commuted sum charge. This will be reviewed on an as and when basis.
190
APPENDIX K
BUS STOP DESIGN SPECIFICATION
It is recommended that if the Developer wishes to provide an alternative design for any
bus stops being provided as part of a new development, then early discussion is held
with the Council’s Highways Development Management Team.
191
APPENDIX L
GLOUCESTERSHIRE CYCLE FACILITY GUIDELINES
It is recommended that if the Developer wishes to provide an alternative design for any
cycle facilities being provided as part of a new development, then early discussion is
held with the Council’s Highways Development Management Team.
192
APPENDIX M
TRAFFIC SIGNALS – DEVELOPER PACK
193
APPENDIX N
DETAILED DESIGN DRAWINGS
194
APPENDIX O
ENHANCED MATERIALS POLICY
195
APPENDIX P
STREET LIGHTING DRAWINGS
196

Manual for Gloucestershire Streets

Transcription

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