Manual for Gloucestershire Streets

3rd Edition – 12th June 2013 1

Manual for Gloucestershire Streets

Manual for Gloucestershire Streets (3rd Edition Adopted 12th June 2013)



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



6 – Quality Places

• Reducing Clutter

• Planting

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

10 – Traffic Management Systems

• Traffic Signals

• Variable Message Signs

• Traffic Signs



• Road Markings

• Street Furniture

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

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 Conditions

H – Standard Agreements

I – Bonding Policy

J – Highway Agreement Application Form and Technical Submission Requirements

K – Schedule of Fees and Charges



L – Bus Stop Specification

M – Cycle Facility Guidance

N – Traffic Signals – Developer Pack

O – Detailed Design Guidance Documents and Drawings

P – Enhanced Materials Policy and Commuted Sums

Q - Street Lighting Specification



Acknowledgements

Thanks are due to the following officers who have contributed to the publication of this document:

Gloucestershire County Council:

David Allen, Andy Bankes, Colin Brown, Phil Cameron, Alison Curtis, Michael Glaze, Julie Greenwell, Tracy Jones, Gary Kennison, Liz Kirkham, John Lane, Jamie Mattock, Ken Pitt, Mark Power, Karen Riossi, Chris Rose, Emma Shibli, Neil Troughton, Claire Tyson, Sarah Williams.

Gloucestershire Constabulary:

Mark Murphy.

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 final document:

Abberley Design, AGS Development Consultants, Bernard Gill, British Horse Society, Chalford Parish Council, Cheltenham Borough Council, Cheltenham Civic Society, Churchdown Parish Council, Cole Easdon, Cotswold District Council, Council for the Preservation of Rural England, Cycle Cheltenham, Cyclecraft, Dursley Town Council, FMW Consultancy, Forest of Dean District Council, Gloucester City Council, Gloucestershire Rural Community Council, Hucclecote Parish Council, PFA Consulting, Robert Hitchins Limited, Stoke Orchard Parish Council, Transport Planning Associates, Whiteshill and Rushcombe Parish Council, Winchcombe Town Council, Woodchester Parish Council.



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.

http://www.gloucestershire.gov.uk/�



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.

Circular 11/95 - The Use of Conditions in Planning Permissions. Government circular that sets out the framework for the use of Planning Conditions in conjunction with the granting of planning permission for a development.

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 Highways – a partnership between the Council and Atkins to deliver the majority of services related to the management and maintenance of the local highway 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.

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.

Guidance on Transport Assessments (GTA) – published in 2007 by the Department for Transport, GTA provides guidance on when Transport Assessments and Travel Plans are required as supporting evidence for a development proposal, and on the broad principles to be applied when preparing these documents.

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 Plan – the Council’s guidance on the management and promotion of ecological biodiversity within the context of the highway network.

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 current adopted Forest of Dean Core Strategy (2012) and Cinderford Area Action Plan (2012) and the adopted Cheltenham (2006), Cotswold (2001 – 2011), Gloucester (1983), Stroud (2005) and Tewkesbury (to 2011) Local Plans form part of the Local Plan.

http://www.gloucestershire.gov.uk/ltp3�



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

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.

Supplementary Planning Document – an additional Development Plan document to be used to help developers make successful planning applications or to aid infrastructure delivery.

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.

Relevant Legislation 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.

Disability Discrimination Act (1995) – imposes a duty upon local authorities, along with other public and private sector organisations, to ensure that minimum standards of accessibility are met in the provision of transport infrastructure and access to buildings that will be used by the public.

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.

http://www.legislation.gov.uk/uksi/2007/320/introduction/made�



Foreword

Gloucestershire’s Local Transport Plan sets out the Council’s vision for transport as being the provision of a safe and sustainable transport system.

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 transport 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.

Everybody relies on the transport network to provide them with good access to services. People use the network to get to work, the shops, education and healthcare facilities, whilst businesses rely on the network to enable raw materials and finished goods to be transported efficiently to their markets.

All new development requires some new transport infrastructure, ranging from a simple access onto an existing road to new highway and footway layouts serving several thousand houses. It is critical that this new infrastructure contributes towards the LTP vision through the application of design principles that will lead to a network that people feel safe when using, whatever their mode of travel, that is environmentally sustainable by encouraging people to walk, cycle or take public transport, especially for local journeys, and which is also affordable in relation to future maintenance needs.

Manual for Gloucestershire Streets provides guidance to developers, their consultants and design engineers, Local Planning Authorities, Parish and Town Councils and the public on how this can be achieved through careful design.

The Council wants to see innovative and attractive development come forward within Gloucestershire, and whilst MfGS sets out the broad design principles, we 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.

Finally, my thanks go to the officers who have worked hard to prepare this guidance and to those who have commented on earlier drafts, including my colleagues on Scrutiny Committee. MfGS is intended to be a living document, and will be subject to regular reviews and updates, and feedback from you, the user, will be valued by the Council when preparing these updates.

Councillor Chas Fellows

Lead Cabinet Member for Planning, Economy and Environment



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 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 produced. 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.



1.7 The Highways Development Management (HDM) Team is responsible for co-ordinating 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 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.

1.9 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



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.



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.



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



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 (listed in Appendix A) 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.

Supplementary Planning Documents 3.8 An additional Development Plan document to be used to help developers make

successful planning applications or to aid infrastructure delivery. Neighbourhood Plans 3.9 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.

http://www.communities.gov.uk/publications/planningandbuilding/nppf�



Local Transport Plan 3.10 Gloucestershire’s Local Transport Plan (LTP3) provides the vision and policy context for

local transport from April 2011 through to March 2026. LTP3 was adopted by 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.

3.11 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.

3.12 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.

3.13 The LTP will have identified suitable improvements to the transport network the 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.

3.14 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.

3.15 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.

3.16 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.



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



Stage 2: Objective Setting 3.17 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.

3.18 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.

Other objectives might include, for example, sustainability, design quality, place function, vitality and viability.

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].



3.19 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

3.20 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.

3.21 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 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. .

3.22 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".

3.23 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).

3.24 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

3.25 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 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".

3.26 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

3.27 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.

3.28 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

3.29 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.

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 Other motor traffic

3.30 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

3.31 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 3.32 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.

3.33 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.

3.34 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.

3.35 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 pre-application advice by the Council. It is recognised that some Local Planning Authorities do charge, and the position is periodically reviewed.

Design Codes 3.36 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 3.37 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.

Supporting Physical Activity

3.38 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.

3.39 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

3.40 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.

Stage 4: Planning Application Planning Application Assessment (Highways and Transport)

3.41 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.

http://www.glospct.nhs.uk/pdf/publications/2011/ActivePlanningToolkit.pdf�



3.42 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.

3.43 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:-

• 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 Plan and the Enhanced Materials Policy;

• Adequacy of parking/loading/turning; • Highway safety, road layout/access; • Disabled access.

3.44 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.

Transport Assessment

3.45 The NPPF states that all development that generates significant amounts of movements should be supported by a Transport Statement or Transport Assessment. Appendix B of Guidance on Transport Assessment sets out indicative thresholds to help decide when a Transport Assessment (TA) or Transport Statement (TS) is likely to be needed. The link to this document can be found at Appendix D of MfGS, but it should of course be read in conjunction with the rest of the document, which explains how to prepare either a TA or a TS. Developers should have regard to that guidance and should submit a TA or TS, as appropriate, with the other information listed above if it is considered that the proposed development falls within those thresholds. However, those thresholds are not absolutes, and the Council may decide that a TA or TS is required in order to better evaluate the effect of a proposal on a specific junction or section of road that has safety or capacity issues. The Council will notify you if this is the case, and 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

3.46 If your development satisfies the thresholds as set out in our local guidance, Travel Plans Guide for Developers (see Appendix E), then you should agree the scope of a Travel Plan in accordance with the guidance therein.

Consultation Process

3.47 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.

3.48 As a minimum, 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.

• Transportation Assessment or Transportation Statement as required by the nature and location of the development as assessed in accordance with the GTA.

• Framework Travel Plan as required by the nature and location of the development as assessed in accordance with GTA and the Travel Plan Guide for Developers.

• 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.

3.49 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.

3.50 In assessing development proposals, we will apply the presumption in favour of sustainable development.



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?

Would the works sought meet the relevant tests in either Circular 11/95 or the NPPF?

YES

Recommend refusal on highway and

transport grounds NO

NO

Is there a reasonable chance that the works and / or financial contributions can be completed

during the lifetime of the planning permission?

YES NO

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

If planning permission granted, LHA to enter

into Highways Agreement

YES

Are contributions being sought to fund measures that can only be dealt with by

contribution?

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).

NO

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.

YES

YES



3.51 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.

3.52 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.

3.53 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.

3.54 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.

3.55 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.

3.56 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.



Planning Conditions

3.57 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.

3.58 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.

3.59 In recommending conditions, the Council is mindful of the tests in Circular 11/95 (The

Use of Conditions in Planning Permissions) 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.

3.60 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.

3.61 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



on the Council’s website may be sufficient to avoid having to contact the LHA in advance.

3.62 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.

3.63 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.

3.64 Further guidance on conditions can be found in Circular 11/95.

Planning Obligations

3.65 Planning obligations will only be used where it is not possible to address unacceptable

impacts through a planning condition. Planning obligations are agreements 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. Obligations can also be secured through unilateral undertakings by developers, although 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..

3.66 Planning obligations are unlikely to be required for all developments but should be used

whenever appropriate according to the NPPF. 3.67 The NPPF 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. necessary to make the proposed development acceptable in planning terms; ii. directly related to the proposed development; and iii. fairly and reasonably related in scale and kind to the proposed development.



3.68 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.

Payment of Contribution secured in a Planning Obligation

3.69 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.

3.70 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; • State if the payment includes any interest.

3.71 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]

mailto:[email protected]�




Bonding of Planning Obligations 3.72 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 Bonding Policy set out in Appendix I).

3.73 The bondsman must agree that in the event the Developer does not fulfil its obligations

as set out in the 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.

3.74 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. 3.75 It is the Council's policy that the Bond is entered into (or the cash sum deposited with the

Council) at the time the Agreement is completed. 3.76 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.

3.77 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.

Applying Optimism Bias to Contributions to Highways Works and/or Highway Works Bonds

3.78 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 work in the Department for Transport ‘Procedures for Dealing with Optimism Bias in Transport Planning’ Guidance Document dated June 2004. The Optimism Bias will be applied to all



contributions towards highway schemes and when calculating the value of highway works bonds

On the basis of the established probability distributions in the Guidance, the uplifts set out below have been established as a function of the level of risk that the Authority is willing to accept regarding cost overrun.

Gloucestershire County Council adopted Optimism Bias Levels

Scheme Accepted Risk Optimism Bias Uplift

Roads 10% risk of cost overrun 45%

Rail 10% risk of cost overrun 65%

Figure taken from DfT document ‘Procedures for Dealing with Optimism Bias in Transport Planning’

Appeals

3.79 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.

3.80 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.

3.81 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.

3.82 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. 3.83 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'.

3.84 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 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.

3.85 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.

3.86 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.

3.87 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.

3.88 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.

3.89 Procedural guidance is contained on the Planning Inspectorate website. Stage 5: Implementation

Detailed Design, Technical Approval, Construction and Adoption

3.90 Where the Council considers that the carrying out of highway works on the existing public highway are appropriate, the Council will require an 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.

3.91 Where new streets are being constructed, the Council consider is desirable that a Highway Works 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 this, 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 a Highway Works Agreement

3.92 To apply for an Agreement the Developer must make a submission to the Council that includes the following. See paragraph 3.6.6 for acceptable formats.

• A completed application form and legal undertaking for a legal agreement (see Appendix J 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.

Making a Submission for Technical Approval

3.93 In order to obtain Technical Approval the Developer must make a submission to the Council that includes the following documents. See paragraph 3.6.6 for acceptable formats.

• 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 and Non Motorised Users Audits

including a Designers Response and an Exception Report, if necessary (see Appendix F);

• 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 R)

3.94 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.

3.95 All information contained in the Submission for Technical Approval must be in electronic format, with all plans and drawings being in PDF format (DWG files may also be requested by the HDM Team). 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.

3.96 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 J.

3.97 If the developer fails to provide adequate and essential information then their submission will be rejected incurring delays in the issue of technical approval.

3.98 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 K.

Issuing Technical Approval

3.99 Once the Council has received a complete submission it will then be allocated to a case officer within the Development Management Team. They will undertake a detailed design check 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.

3.100 Once the design check has been completed, the Council will issue a letter or email within 20 working days either detailing any required amendments or confirming that the submission is satisfactory. If 20 days has been insufficient time to allow this check to be completed, the letter or e-mail will outline the reasons for not meeting this deadline, and will give a revised deadline for a response. 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.



3.101 When the details are satisfactory and can be approved, a letter will be sent to the Developer requesting final drawings for approval and payment of the Council's administration and inspection fees, calculated in accordance with Appendix K. 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.

3.102 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 Gloucestershire Highways' Street Lighting Team with an instruction for them to commence inspections of the site.

After Obtaining Technical Approval

3.103 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.

3.104 If the details are satisfactory then a revised technical approval will be issued.

3.105 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

3.106 The Council will require safety audits to be undertaken in accordance with the local

guidelines (see Appendix F of this document).

Stage 6: Monitoring 3.107 The application of MfS will require a considerable shift in the approach taken in the

design of new development if the objectives of that document are to be fulfilled. In particular, a more holistic approach will need to be taken in the assessment and the Council hopes that the guidance and procedures set out in MfGS will enable this to happen. To allow for a full review of MfGS, it is important that the Council gets feedback from stakeholders, including occupants of new developments, so that MfGS can be further adapted to take account of examples of good practice. 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.

3.108 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 Gloucestershire Highways (GH), and it is recommended that early contact is made with GH 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.

3.109 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 configuration of the inductive loops will be determined by the specific site concerned and data required.



This page is left deliberately blank



4 Standing Advice

4.1 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, re-roofing/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



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 Disability Discrimination Act 1995). 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 able-bodied pedestrians. Clearly a balance needs to be struck between designing for the disabled, complying with the requirements of disability legislation including the DDA, 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.



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. Crime Prevention is NOT a material consideration for the Highway Authority. However, 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.



5.11 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

5.12 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

5.13 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.



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.



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



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 acut

Street Character Types 5.33 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.

5.34 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.

5.35 For the purposes of MfGS, the streets and other highways can be summarised as set out in Table 5.1 below:-



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 5.38 and 5.39)

Non-street types Roads (see Section 4.5 - Road Character Types)

Cycle Tracks (see Gloucestershire County Cou Facility Guidelines)

Footways (see Footways and Footpaths)

Footpaths (see Footways and Footpaths)

Parking Bays (see Parking Strategy)

5.36 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 cross-section. 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.



High Street

Target Traffic Speed 32kph [20mph] Maximum No. Of Dwellings No limit but subject to modelling Frontage Access Restricted at junctions Carriageway Width 6.5m minimum (6.75m if a bus route)

Subject to swept path analysis Footways Minimum 2m wide both sides Cycleways In accordance with Council Cycle Facility Guidance. On street parking 1.8m wide on either or both sides. To be

Provided in addition to carriageway and amount to be determined subject to local requirements

Gradients 8% maximum, 0.8% minimum Horizontal Curve Radius To be determined by swept path analysis

of vehicles likely to use the proposed street Vertical Curve Lengths 30m desirable Forward Visibility 25m Speed Restraint Centres 70m maximum Junction Radii To be determined by swept path analysis of

vehicles likely to use the proposed street Junction ‘X’ Distance 2.4m ‘Y’ Distance for Side Roads 22m Absolute Minimum Junction Spacing for Side Roads

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



Boulevard

Target Traffic Speed 32kph [20mph] Maximum No. Of Dwellings No limit but subject to modelling Frontage Access Restricted at Junctions Lane Widths 3.5m minimum (4m if a bus route) Subject

to swept path analysis Central reservation 2,5 m minimum, with trees permitted Footways 3m wide both sides, with trees permitted Cycleways In accordance with Council Cycle Facility Guidance. On street parking 1.8m wide on either or both sides. To be provided

in addition to carriageway and amount to be determined subject to local requirements

Gradients 8% maximum, 0.8% minimum Horizontal Curve Radius To be determined by swept path analysis of vehicles

likely to use the proposed street Vertical Curve Lengths 30m desirable Forward Visibility 25m Speed Restraint Centres 70m maximum Junction Radii To be determined by swept path analysis of vehicles

likely to use the proposed street Junction ‘X’ Distance 2.4m ‘Y’ Distance for Side Roads 22m Absolute Minimum Junction Spacing for Side Roads


Table 5.3



Square

Target Traffic Speed 32kph [20mph] Maximum No. Of Dwellings No limit but subject to modelling Frontage Access Restricted at Junctions Carriageway Width 6.5m minimum (6.75m if a bus route) Subject

to swept path analysis Footways 2m wide all sides Cycleways In accordance with Council Cycle Facility Guidance. On street parking 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.




Crossroads permitted in some circumstances – dependent on vehicle swept path analysis

Table 5.4



Street

Target Traffic Speed 32kph [20mph] Maximum No. Of Dwellings No limit but subject to modelling Frontage Access Restricted at Junctions Carriageway Width 5.5m minimum (6.75m if a bus route) Subject

to swept path analysis Footways 2m wide all sides Cycleways In accordance with Council Cycle Facility Guidance. On street parking If parallel 1.8m wide and if perpendicular 4.8m long






Table 5.5



Shared Surface Street

Target Traffic Speed 32kph [20mph] Maximum No. Of Dwellings No limit but subject to modelling Frontage Access Restricted at Junctions Highway Width Generally 6.8m 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

Pedestrian corridor 2m minimum continuous and unobstructed (within the 6.8m Highway Width).

Cycleways In accordance with Council Cycle Facility Guidance. On street parking If parallel 1.8m wide and if perpendicular 4.8m long

and 2.4m wide. To be provided in addition to the Highway Width and amount to be determined subject to local requirements


likely to use the proposed street Vertical Curve Lengths 30m Forward Visibility 14m Speed Restraint Centres 70m maximum Junction Radii To be determined by swept path analysis of vehicles



Table 5.6



Cul-de-Sac

Target Traffic Speed 24kph [15mph] Maximum No. Of Dwellings No limit but subject to modelling Frontage Access Restricted at Junctions Carriageway Width 4.8m minimum. Subject to swept path analysis Footways 2m wide all sides Cycleways In accordance with Council Cycle Facility Guidance. On street parking If parallel 1.8m wide and if perpendicular 4.8m long



likely to use the proposed street Vertical Curve Lengths 30m minimum Forward Visibility 18m Speed Restraint Centres 70m maximum Junction Radii To be determined by swept path analysis of vehicles



Turning Facilities 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



Bus Route

5.37 Bus routes should be agreed with the Council. Bus routes can be located on High Streets, Boulevards, Squares or Residential Streets but not on Shared Surface Streets (or Cul-de-sac). 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

5.38 Private streets should serve no more than six dwellings. It should be at least 4.1 metres wide when accessed off a Class 4 highway (or lower) and at least 5.0m wide when accessed off a Class 2 or 3 highway, with additional allowance made on a bend, with walls or boundary fences set back a minimum of 0.5 metres either side. Where a shared surface layout is not proposed then two metre wide footways should be provided.

5.39 The layout should be designed to achieve a target speed of 10 mph.

Road Character Types

5.40 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.

5.41 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:

• 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. 5.42 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.



Private Commercial Road

5.43 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.



Industrial Access Road

Target Traffic Speed 30mph Carriageway Width 7.3m Max. Carriageway Length Unrestricted with Secondary Access Cycleway In accordance with Council Cycle Facility Guidance. Footways 2m Marginal Strips 1.5m Gradients 0.8% to 4.0 % Horizontal Curve Radius 60m minimum Vertical Curve Lengths 30m minimum Forward Visibility 47m Junction Radii 15m Junction ‘X’ Distance 2.4m ‘Y’ Distance for Side Roads 45m Junction Spacing for Side Roads – absolute minimum

90m [adjacent] 45m [opposite]

Carriageway Widening on Bends Yes Table 5.9



Minor Industrial Road

Through Road Cul-de-Sac Target Traffic Speed 30mph 25mph May Take Access From MIAR MIAR Carriageway Width 7.3m 7.3m Maximum Carriageway Length Unrestricted 250m Cycleways In accordance with Council

Cycle Facility Guidance. In accordance with Council Cycle Facility Guidance.

Footway/ Cycleway 1.5m + 1.5m =3m 1.5m + 1.5m =3m Footways 2m 2m Marginal Strips 1.5m 1.5m Gradients 0.8% to 4.0% 0.8% to 4.0% Horizontal Curve Radius 60m minimum 60m minimum Vertical Curve Lengths 30m minimum 30m minimum Forward Visibility 47m 36m Junction Radii 15m to MIAR 15m to MIAR 12m to IAR 12m to IAR Junction ‘X’ Distance 2.4m 2.4m ‘Y’ Distance for Side Roads 45m 34m Junction Spacing for Side Roads – absolute minimum

90m [Adjacent] 45m [Opposite]

90m [Adjacent] 45m [Opposite]

Carriageway Widening on Bends Yes Yes Table 5.10



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/tal-reducing-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.

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:

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/43525/tal-reducing-sign-clutter.pdf�

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/43525/tal-reducing-sign-clutter.pdf�



• 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.

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 Q, 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.

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.



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.



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 6mm. 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.

Footpaths

7.15 The Council will generally expect to adopt footpath links that fall into one or both of the following categories:-



• 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.

7.16 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.

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:-

• 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.

7.24 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.

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 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.

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 L.

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.

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

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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.

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

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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 Great 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.



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 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.

Table 8.1 – Vertical Curves



Design Speed (kph)

Desirable min. Crest K value

Absolute min. Crest K value

Absolute min. Sag value

Min. Vertical curve length (m)

50 1 0 6.5 9 30 32 6.5 6.5 9 30 24 6.5 6.5 9 30

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 over shooting the give way / stop markings at the junction.

Table 8.2 - Maximum Distance for Longitudinal Gradient at 5%

Highway Type of Minor Approach without Priority

Highway Type of Priority Carriageway

Distance along Street measured from nearside edge of the Road Carriageway

Downhill

Uphill Approach Street Street 15m 10m Street High Street / Boulevard 20m 15m High Street/Boulevard Road 30m 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:



• 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.

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).

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

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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



Figure 8.3 – Standard private access for more than one dwelling in urban area



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.



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 Contractor 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.

Funding the New Access

8.35 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.

8.36 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.

Request an Application Pack

8.37 Applications for new Footway Crossings are dealt with by Gloucestershire Highways. To request an application pack, or to obtain further information a Developer should contact Gloucestershire Highways on 08000 514514.



Turning Areas

8.38 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.

8.39 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.

8.40 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.

8.41 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.

8.42 The layout of the development should include measures to make sure that parked vehicles do not prevent the proper use of any turning areas.

Figure 8.5 - Example Turning Head Dimension



Figure 8.6 - Alternative Turning Head Dimension



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



9.7 The NPPF recommends that if setting local parking standards for residential and non-residential 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.

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.

9.13 Parking Bays should have the following dimensions:



• 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.

9.14 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.



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.

• 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.

9.23 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.

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

http://www.leics.gov.uk/index/htd/highway_req_development_part3.htm#section_dg16�



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:

• 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.

9.31 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.

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 M 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 short-stay 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.

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.



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



crossings are accepted. Zebra Crossings will also be considered in the appropriate setting.

10.8 The Developer Information Pack (available in Appendix N) 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 is likely to be required to offset future operational costs associated with the equipment. Early discussion with the Council’s HDM Team is recommended.



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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https://www.gov.uk/government/publications/reducing-sign-clutter�



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 barriers and railing

• Safety barriers

• Bollards

• Verge Marker Posts

• Grit Bins

• Cattle Grids

10.24 Where the need for such street furniture is identified, design should be in accordance with guidance within the Design Manual for Roads and Bridges and any other appropriate guidance.

Road ‘Un-Adopted’ Signs

10.25 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.

10.26 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



11 Street Lighting

Introduction

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 Highway. The exception will be in situations where a development is located in a rural setting, such as a village that does not have street lighting already in place. 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 apparatus.

. Electrical Design

11.2 The Electrical/Street lighting proposal will require Technical Approval by the Council as part of the Highway Works Agreement. The requirements for the design process are set out in the Street Lighting Guidance included in Appendix Q.

11.3 Failure to seek approval for the electrical and/or street lighting design could delay the proposed highway works obtaining Technical Approval.

Siting of Apparatus

11.4 All street lighting and associated cable networks and ancillary apparatus shall only be installed within the area of development that it is proposed to be adopted as Highway. It shall be positioned not to cause an obstruction to any and all highway users.

11.5 Where the approved street lighting scheme has authorised street lighting units on buildings, the Developer may be permitted to site apparatus outside of the Highway. The necessary covenants or agreements with landowners, property owners, binding on successors in title, will be required to allow the Council the right in perpetuity to install, operate, maintain, remove or replace all street lighting apparatus. These agreements will be prepared at the Developers expense and are to be submitted to the Council as part of the Adoption process following the end of the Maintenance Period.

11.6 Where lighting units are required to illuminate a shared vehicle/pedestrian area, consideration must be given to fixing lighting apparatus on buildings. Lighting units will not be permitted on buildings where a minimum height of 5 metres cannot be provided, or that are more than two metres from the carriageway or back of footway edge.

11.7 Where lighting units are required to illuminate a shared pedestrian/vehicle area and it is not appropriate to fix lighting units on a building, then the Developer may need to provide a protective “build out”.



Apparatus Types

11.8 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.

11.9 Where a Developer requests the use of non-standard ‘Heritage’ or ‘Contemporary’ style apparatus in an area that is not designated as a “Conservation Area”, the Council will require a commuted sum to assist with future replacement and maintenance costs.

Design Requirements

11.10 All street lighting design proposals must comply with the current national and local regulations, guidance and recommendations (currently BS EN 13201-2:2003 and BS5489-1-2003). Furthermore proposals must take into consideration the recommendations and best working practices detailed in the various Technical Reports published by the Institution of Lighting Professionals.

11.11 Where there are trees or other obstructions, spacing is likely to be reduced. Similarly the need to illuminate traffic calming measures is likely to reduce spacing and create the need for additional lighting units. Failure to show such significant features on the electrical /street lighting proposals may result in expensive relocation of lighting units, payable by the Developer prior to the maintenance period commencing.

11.12 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 with the Council’s Street Lighting Team is essential.

11.13 Where a proposed development involves the construction of a new junction onto an existing highway that was previously unlit (or lit to a lower standard than that of the new development), or where the new junction interferes with the existing street lighting, the street lighting provision for the new junction will need to include the entire junction, including where appropriate the improvement/replacement of existing equipment.

Construction of Street Lighting Works

11.14 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.

11.15 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, whether or not such work was detailed within the approved street lighting proposals.

11.16 No existing street lighting shall be switched off, relocated, dismantled or removed without prior written approval by the Council. 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.

11.17 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.

11.18 Temporary lighting shall not include the use of cross road catenaries’ or generators and shall be positioned, such that it does not cause glare, distraction or discomfort to any highway users.

Liaison with Residents

11.19 The Developer shall show all proposed positions of lighting units and other illuminated apparatus (signs, bollards etc) on all construction/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.

11.20 The Developer shall erect ‘Not Adopted’ signs on all new lighting units and illuminated signs and these shall be attached using non-metallic cable ties. These signs shall be erected upon installation of the apparatus and will remain until such time that the Council adopts the apparatus. These signs shall be removed by the Developer prior to issue of the Completion Certificate. The signs shall generally face the carriageway. The pattern and legend of this sign shall be approved by the Council – but the purpose is to advise residents to whom they should refer any lighting defect enquiry. It is essential that the sign shall have accurate contact information for the Developer or his agent.

Inspection of Electrical Apparatus

11.21 Prior to the surface course being laid, the Developer will make a written request to the Council, to make an inspection of all the electrical and lighting apparatus. This inspection will ensure that all lighting units, illuminated signs, illuminated bollards and electrical feeder pillars have been installed in the correct positions according to the approved drawing, are installed to the correct specification and they have correct type of ducting and electrical services installed. There is not an additional fee for this inspection, but a written request will be required by the Developer that allows a minimum notice period of seven working days to the Council for arranging these inspections.

11.22 Should it be necessary to undertake a re-inspection, due to their being remedial works, then there will be an additional inspection fee payable by the Developer. This fee will be dependent on the size of the development and will be applied to each subsequent inspection that is required



11.23 The following fees apply:-

0-5 Lighting Units = £150.00



20 + Lighting Units = £265.00

Adoption of Apparatus

11.24 Every item of electrical apparatus and underground cable, upon completion and before being energised shall be tested to verify that the requirements of BS 7671 (IEE Wiring Regulations) has been met. The test results shall be submitted to the County Council. Upon completion of the installation, ‘as built’ drawings shall be forwarded to the County Council showing the positions of electrical apparatus, isolation points, fuse sizes, private cable routes, sizes and positions of service cables and details of any other electrical apparatus.

11.25 Prior to issue of a Completion Certificate, the Developer shall provide the County Council with contact details to be used in the event of accident damage/emergency failures. The Developer shall also provide details of their process for attending to such faults. The Developer will also ensure that all street lighting units, illuminated signs and illuminated bollards are ’Bulk changed and Cleaned.’ Written evidence is to be provided to the County Council. The street lighting and any other electrical street furniture will be inspected to ensure accordance with the approved drawings and, if satisfactory, the County Council will issue a Completion Certificate.

11.26 Following issue of the ‘Completion Certificate’ the County Council will assume responsibility for energy, minor fault rectification and routine maintenance. A minor fault includes replacement of the photo-electric cell, lamp or fuses. It does not include repair or replacement of lighting columns, lanterns or their major components (e.g. ballast, ignitor, capacitor, lens or canopy,) damage or faults on the network service cables whether private or Electricity Company owned.

11.27 During the Maintenance Period, where the County Council’s maintenance contractor has been instructed to attend a minor fault and it is reported that the lighting unit, illuminated sign, bollard or electrical pillar has a major fault or is damaged, this will be referred to the Developer to rectify at their cost.

11.28 On completion of the ‘Maintenance Period’ and upon written request to the County Council’s Highways Development Management Team from the Developer, the street lighting and any other electrical street apparatus will be re- inspected to ensure compliance with the approved drawings. If satisfactory, the County Council will issue an “Final Certificate”.



11.29 Following issue of the ’Final Certificate’ the County Council will assume ownership of all electrical street furniture and therefore all future maintenance and energy costs.

Environmental Considerations

11.30 The Council’s Carbon Reduction Plan includes the following measures in relation to Street Lighting:

• White Light (LED) Technology

• Central Management Systems

• Part Night Lighting

• Dimming

11.31 The County Council is currently forming a “Carbon Trading Strategy.” As part of this strategy the Council is committed to making a reduction in their carbon emissions.

11.32 Developers are required to adopt these approaches when designing street lighting systems.

White Light (LED Technology)

11.33 The County Council will actively encourage and promote the use of energy efficient and high quality light sources. LED street lighting lanterns meet both of the above criteria.

11.34 Where a Developer specifies an LED light source for a development, the County Council will allow for any roads and footpaths to be illuminated to one category below the normal standard for that category of road. This may result in a reduction to the total number of street lighting units required.

Central Management Systems (CMS)

11.35 Where appropriate the County Council will actively encourage and promote the provision of an integrated CMS system for street lighting. Such systems will allow the authority to centrally manage, through the World Wide Web its street lighting asset. Such a system will enable the authority to receive fault reports remotely, manage lighting levels and monitor energy consumption.

11.36 Where a Developer specifies a CMS system for street lighting, the County Council will assume a responsibility for energy costs from the date that each unit is energised. Depending on the timescale that elapses between the installation and Maintenance Period, this could provide the Developer with significant cost savings.

11.37 The County Council will require the Developer to discuss options for CMS prior to incorporation in the final design.



Part Night Lighting:

11.38 The County Council currently operates a “Part Night” lighting regime for residential lighting in many parishes, with the exception of the two main urban centres, Gloucester and Cheltenham. Based on a criterion, this regime allows on average, for one in every three lighting units to be “switched off” between the hours of midnight and five thirty in the morning. Additional information regarding this initiative can be provided by the Council’s Street Lighting Team.

11.39 The County Council will encourage the use of “Part Night “lighting in those parishes that have agreed to this initiative. Following agreement with the County Council as to which lights could be “switched off” it will be the responsibility of the Developer to consult with residents and prospective buyers. The County Council will provide supporting information and advice that can be used within the consultation process.

11.40 The “Part Night” lighting regime could provide the Developer with approximately a 35% reduction in energy costs for each unit converted, for an initial capital cost of approximately £15.00. Depending on the quantities affected and the timescale that elapses between the installation and Maintenance date, this could provide the Developer with significant cost savings.

Dimming

11.41 In order to meet their Carbon footprint reduction requirements the County Council have a policy to dim all street lights that are initially 100 Watts or greater. Generally this affects all street lighting units on “A Class” main roads within the County.

11.42 The street lights that are affected by this policy are dimmed (by stepping down to a lower wattage) between the hours of 10pm and 5:30 am. using an electronic dimming switch.

11.43 Where lighting units have wattage of 100 Watts or greater, the Developer will be required to install dimming apparatus. To allow for this “Dimming” requirement the authority currently require a dual tapped ballast and dimming switch to be incorporated within the lantern gear tray. The following dual tapped ballast combinations are required:-

1) 400 Watt HPS Lantern – 400W/250W Dual Tapped Ballast


3)150 Watt HPS Lantern – 150W/100W Dual Tapped Ballast




Lantern Apparatus for Street Lights and Illuminated Signs

11.44 All lanterns for street lighting shall be of a type approved by the Street Lighting Team and shall conform to BS4533, have an aluminium canopy and a minimum overall IP rating of IP66. They shall be suitable for either a High Pressure Sodium or LED light source and will accommodate post top (76mm) mounting or side entry (34 or 42mm.)

11.45 Lanterns suitable for High pressure Sodium shall have either a low profile or Shallow bowl that are manufactured from a vandal resistant material and are easily removed for repair or replacement. Where LED lanterns are designed to have an individual lens there will not be a requirement for lantern bowls.

11.46 Lanterns shall be fitted with an integral control gear. The control gear shall be mounted on a tray which shall be easily removable for maintenance or replacement purposes.

11.47 Unless otherwise specified on the street lighting brief all lanterns must be manufactured with a Nema Socket.

11.48 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.

11.49 Lanterns for illuminated signs shall be of an LED type. The County Council currently prefer the Simmonsigns Ltd “LUA” sign lantern. The Developer may specify alternatives that will be assessed as part of the Technical Approval Process.

Extended Guarantee

11.50 Where an item of electrical apparatus that the Developer has purchased is accompanied by a guarantee that is greater than twelve months (Extended Guarantee), if still valid, this will be transferred to the County Council on successful completion of the “Adoption” process.

11.51 The Developer shall provide the County Council with written confirmation of all apparatus that is subject to an extended guarantee, which details the amount of guarantee remaining, at the time of requesting the “Adoption “inspection.

Lamps

11.52 Lamps shall comply with British Standard (BS EN 62035), be of an approved manufacturer and be compatible with the control gear specified.

Internal Wiring/ Conductor Requirements for Street lights/Illuminated Signs

11.53 All cables between the DNO isolation point and the lantern shall be installed in accordance with BS7671 Regulations (IEE) and be single core copper, PVC/PVC double insulated grey sheathed 660/1000V, rating to BS6004. Exceptions to this shall be for the earth continuity conductor that shall be PVC insulated only.



11.54 Composite cables that include an earth continuity conductor will not be permitted, unless prior approval has been granted by the County Council’s Street Lighting Team.

11.55 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.

11.56 Insulation for conductors shall be colour coded as follows:-

Live – Brown

Neutral – Blue

11.57 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

11.58 All control gear shall be housed within the lantern and shall be of a magnetic, dual tapped type. The control gear shall be compatible with the lamp used and shall have a leading power factor of greater than 0.85.

11.59 Where an LED light source is used a DALI compatible ballast/driver that allows for a dimming facility shall be required.

Switching On / Off

11.60 Unless otherwise specified in the street lighting brief all street lighting units will be switched on/off using a one part Photo-Electric Control Unit (PECU) located in the canopy of the lantern, by means of a NEMA socket.

11.61 Where LED technology is specified it may be necessary for the Developer to provide the lantern with a 20mm diameter aperture on the lantern canopy, in replacement of the Nema socket, suitable to incorporate the integrated CMS\Dimming apparatus.

11.62 Unless otherwise specified in the street lighting design brief all illuminated sign lanterns will be switched on/off using a SEC 101 miniature One Part Photo Electric Control Unit (PECU) located on the canopy of the lantern. The Developer may specify alternatives that will be assessed as part of the Technical Approval Process.

11.63 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.



11.64 Photo Electric Control Units (PECU’s) for all apparatus shall have no thermal components and shall be set to 35 LUX ON and 18 LUX OFF.

11.65 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.

Street Lighting Columns and Illuminated Sign Posts

11.66 All street lighting columns will consist of a column, hydroscopic back board and where applicable an integrated “Reducer Post Top Spigot.” Unless otherwise specified in the Street Lighting Design Brief all street light lanterns shall be fitted in “Post Top” format.

11.67 All street lighting columns shall be constructed to meet the structural design criteria specified in BD26/04, but shall have a minimum wall thicknesses and nominal shaft\diameters as detailed in this document.

11.68 All Street Lighting Columns and Illuminated sign posts are to be hot dipped galvanised to BS EN ISO 1461.

11.69 After galvanising all items are to have the root protected internally and externally at the place of manufacture. This protection is to be 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.

11.70 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.

11.71 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 ColumnHeight Lantern effective Windage (m2) Lantern weight (KGS)

5m 0.150 8

6m 0.150 10

8m 0.175 15

10m 0.225 18

12m 0.225 18

11.72 All items supplied must be manufactured to the quality standard ISO 9002.



11.73 “A Guarantee of Life Expectancy” Certificate shall be required for each Street Lighting Column and Illuminated Sign Post, prior to adoption. 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.

11.74 Columns/posts of 3m, 4m, 5m and 6m require a straight 76 mm post top shaft. Base compartments for this apparatus are to be constructed of not less than 3mm steel thickness with shafts that are not less than 2.5mm thickness.

11.75 Columns of 8m require base compartments to be constructed of not less than 3.6mm steel thickness with shafts that are not less than 3.2mm steel thickness. The shaft diameters shall have a nominal diameter of 90mm.

11.76 Columns of 10m and 12m require base compartments to be constructed of not less than 5mm steel thickness with shafts that are not less than 3.6mm steel thickness. The shaft diameters shall have a nominal diameter of 114mm.

11.77 Columns of 8m, 10m and 12m nominal height shall be manufactured with an integral 60mm diameter by 100mm height tubular spigot, welded onto the top of the column shaft, allowing for post top fitment of lanterns.

11.78 Column/post base compartments are to have a line of weld applied externally before galvanising to indicate the planting depth.

11.79 Where a Developer wishes to attach a sign plate onto a Street Lighting Column they shall firstly gain written permission from the Street Lighting Team. The maximum cumulative signage area for installation on a column without the need for supporting load calculations or a secondary support post are as follows:-

Nominal Column

Height in Metres

Minimum Clearance of Sign

Plate to Ground Level

Maximum Sign

Surface Area (Sq m)

5, 6 and 8 2.3 0.3

10 and 12 2.4 0.3

11.80 Where a Developer receives permission to attach 2 No back to back signs on a column, the second sign may be ignored for the purposes of determining the total signage area.

11.81 Signage may be increased by a factor of two when an additional support post is installed, providing the posts are installed equidistance to the sign centre line.

11.82 Permission will not be granted to install signage greater than the maximum surface areas specified above. Where larger signs are required they shall be installed on a separate support post specially designed for the purpose.



11.83 All column/post doors shall be fitted with a stainless steel 8mm Allen bolt with an Anti-Vandal Centre Pin.

Raise and Lower Street Lighting Columns

11.84 Raise and Lower columns shall be provided by the Developer in all locations where vehicular access is severely limited, for example, footpaths, cycle paths, areas that are gated and 24 hour access cannot be guaranteed or where the presence of a maintenance vehicle may impede the free flow of traffic. Refuge beacons may fall into this latter category.

11.85 The County Council currently prefers the use of a Raise and Lower column manufactured by “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. The Developer may specify alternatives that will be assessed as part of the Technical Approval Process.

11.86 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

11.87 In certain circumstances and following an appropriate Risk Assessment by the “Designer” 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 the County Council’s Street Lighting Team at the time Technical Approval is requested.

11.88 All such columns or sign posts shall comply with BS EN 12767:2000 and shall be approved by the Street Lighting Team as part of the Technical Approval Process.

11.89 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. This system shall be approved by the Street Lighting Team as part of the Technical Approval Process.

11.90 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

11.91 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 possible, then the Developer shall agree an alternative location for the apparatus with the County Council’s Street Lighting Team, prior to energising any apparatus. Any costs associated with these alterations shall be payable by the Developer.



11.92 All street lighting columns shall be planted to depths detailed in this document.

11.93 All illuminated sign posts shall be planted to depths detailed in this document.

11.94 All street lighting columns and illuminated sign foundation excavations shall have Type 1 or Type 2 foundations.

11.95 Where an illuminated sign requires a 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.

11.96 Where a straight post is specified on a development it shall have foundation excavation as detailed in this document.

11.97 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 this document.

Street Lighting and Illuminated Sign Post – Paint System

11.98 All Street lighting columns, Illuminated sign posts and straight posts shall have a paint system applied on completion of their installation.

11.99 Once installed all new street lighting columns and Illuminated sign post surfaces shall be free 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.

11.100 All paints shall be obtained from a single manufacturer, or as specified/agreed with the County Council’s Street Lighting Team, to ensure compatibility and shall be brush applied. The use of rollers is not permitted.

11.101 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.

11.102 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.

11.103 Unless otherwise specified in the Street Lighting Design Brief the paint system “Above Ground” shall be 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.

11.104 Where a Developer is required to re-paint existing street lighting columns and/or Illuminated signs then the following procedure shall apply:-

11.105 Before any new paint systems are applied all columns/posts shall have their surfaces prepared and treated in accordance with BS EN 12944. 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

11.106 Where a column/post is to be re-painted and following the surface preparation procedure described in this document, the Developer shall apply a paint system as detailed in this document.

11.107 Unless otherwise specified in the Street Lighting Design Brief, or written permission has been granted by the County Council’s Street Lighting Team the following paint colours will be applied:-

Street Lighting Columns (All areas with the exception of Cheltenham and Gloucester) – BS4800 12B29 (Dark Green)

Street Lighting Columns (Gloucester) – BS4800 12B21 (Light Green.)

Street Lighting Columns (Cheltenham) – Column Shaft BS4800 12.B21 (Light Green), Column Base BS4800 12.B29 (Dark Green.)

Illuminated Sign Posts – BS693 (Aircraft Grey)

Reference Numbers for Street Furniture

11.108 All items of street furniture shall be identified by a unique reference number provided by the County Council’s Street Lighting Team as part of the Technical Approval Process, that will be applied by the Developer as part of the Street Lighting works.

11.109 Reference numbers for street furniture are based on individual road names. Where this information is not available at the time of Technical Approval, the Developer shall submit a request for a numbering schedule to the County Council’s Street Lighting Team prior to a Maintenance Certificate being issued. All reference numbers shall be supplied and fixed at the Developer’s cost.

11.110 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 can be specified by the Developer and will be subject to approval by the County Council’s Street Lighting Team as part of the Technical Approval Process.



11.111 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.

11.112 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.

11.113 Street lighting column reference numbers shall be mounted on the column shaft, at 1.5 metres from ground level.

11.114 Illuminated Sign reference numbers shall be mounted on the post shaft, at 1.5 metres from ground level.

11.115 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.

11.116 Unless otherwise specified in the Street Lighting Design Brief all reference numbers, where possible, shall face oncoming traffic.

11.117 In addition, the Developer should, when designing street lighting systems, take account of any environmental impact that the lighting might have. The Gloucestershire Highways Biodiversity Plan contains guidance on the environmental impact of street lighting upon protected species such as bats, and this guidance should be followed where such issues arise.

Illuminated Traffic Bollards

11.118 Where required on central traffic islands, splitter islands, and build-outs etc. the Developer shall provide illuminated bollards in accordance with the ‘Traffic Sign Regulations and General Directions 2002’.

11.119 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’, and/or;

ii) The bollard must be located on an island that has a traffic signal head and this must face and be in close proximity to the bollard position.

11.120 The County Council’s preference is for the use of LED powered reflective paddle bollards, where there is not a requirement for the Developer to provide an electrical supply. The Council currently prefers the “Pudsey Diamond” type complete with base light foundation. Details on this product can be obtained from the manufacturer’s website



www.pudseydiamond.com. The Developer may specify alternatives that will be assessed as part of the Technical Approval Process.

11.121 Where conventional illuminated bollards are to be used, 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. The County Council currently prefers the Simmonsigns Ltd “Global Plus” base and flexible bollard shell (GLP211/CAB) sealed to IP67. The Developer may specify alternatives that will be assessed as part of the Technical Approval Process.

11.122 The Developer shall use a ducted base light foundation and cable management system. The County Council currently prefers the Simmonsigns Ltd “Cabex” type. The Developer may specify alternatives that will be assessed as part of the Technical Approval Process.

11.123 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.

11.124 All 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 withstand vehicle impact.

11.125 All bollard shells shall be attached to the base using stainless steel nuts and bolts.

11.126 Where the County Council’s Street Lighting Team provides the Developer with approval to use a reflective hinged bollard in place of an illuminated bollard, this shall be an articulated reflective bollard (ARB) comprising of a retro-reflective self righting bollard. This bollard shall be installed within a base retention socket. The socket shall provide for removal or replacement of the ARB as required. The required sign diagram No. will be detailed by the Developer on their electrical/street lighting design and the ARB specified shall have reflective yellow reverse panel, reflective bibs and spots and manufacturer’s protective overlay film.

11.127 Where a reflective hinged bollard has two aspects their yellow reverse panels shall mirror the front face, including bibs and spots.

Cut Outs and Isolators

11.128 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) and integral separate BS88 fuse carrier for the lantern and any outgoing circuits. It is to have a lockable cover.

11.129 All illuminated bollards shall incorporate double pole isolation and comply with ESI 12-19 and to current BS7671 Regulations and be suitable for LST BS88 fuses. This is to be

http://www.pudseydiamond.com/�



provided using a miniature cut out incorporating a lockable/removable blade type fuse carrier.

11.130 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.

11.131 All fused double pole isolators and/or cut outs shall be suitable for use with a PME electrical system.

Fuse Ratings

11.132 All street lighting apparatus up to and including 150 Watt lamps, shall have a fuse rating of 6 amps. Lamps exceeding 150 Watts up to and including 250 Watts shall have a fuse rating of 10 amps and for lamps exceeding 250 Watts and up to 400 Watts they shall have a fuse rating of 16 amps. Where the wattage exceeds 400 Watts the Developer shall contact Gloucestershire Highways’ Street Lighting Team for advice.

Electricity Supplies

11.133 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) live electricity supply.

11.134 With prior written agreement from the Council, the Developer shall be allowed 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. Normal practice would be for Developers only to employ such organisations on larger housing developments.

11.135 Where the Developer has agreement with the County Council to employ an IDNO they shall provide, in writing, to the Council’s Street Lighting Team, contact details for the IDNO. These details shall be required as part of the Technical Approval Process. The details shall include permanent contact information that can be used by the Council’s Street Lighting Team for electricity mains fault reporting and emergency attendance, in the case of road traffic accidents.

11.136 The Developer shall submit a copy of the approved electrical/street lighting design and an indication of the required timescales to the relevant DNO/IDNO, in order to receive a written quotation and design.

11.137 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.



11.138 It is the Developer’s responsibility to undertake all liaison and negotiation with the relevant DNO/IDNO, as the County Council will not take any responsibility, after notification through the street lighting inspection process detailed in Section 11 of this document, for ensuring that electrical apparatus has an electrical supply prior to adoption of the development.

11.139 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. These services are known as Highway Authority Connections (HAC) and will be under the ownership of GCC 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 GCC as part of the Technical Approval process.

Network Cables and Service Ducting Requirements

11.140 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.

11.141 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. This specification shall include details of installation requirements and details of duct colour, size and location.

11.142 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.

11.143 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 design calculations) and submitted to the County Council’s Street Lighting Team for approval, as part of the Technical Approval process.

11.144 Where the Developer provides a cabling network for electrical apparatus that shall be owned by the County Council, underground cable joints shall not be permitted.

11.145 Where an item of electrical apparatus requires a Highway Authority connection (HAC), on completion of the installation the Developer shall provide the County Council with details of the installation date and an electrical test certificate, in respect of each item of apparatus.

11.146 Where an item of electrical apparatus requires a Highway Authority Connection (HAC), the service shall be protected within an orange coloured continuous service duct. All



service duct details including size and location shall be submitted to the County Council’s Street Lighting Team for approval, as part of the Technical Approval process.

11.147 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.

11.148 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.

11.149 All service ducts provided by the Developer, for the County Council, shall have a 75mm sand surround and bed comprising lightly compacted material passing a 2mm BS sieve.

11.150 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.

11.151 Where the Developer has approval to install DNO/IDNO service ducts an allowance shall be made for laying a marker tape, either approved or provided by the relevant DNO.

11.152 Although the DNO/IDNO and/or GCC 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 of cover

(mm)

Type and size of duct

Verge/unmade

Ground

450 50mm internal diameter

(Flexible Duct)

Footway under

Vehicle crossings


(Flexible Duct)

Carriageway

(longitudinal)


(Flexible Duct)

Carriageway(90 degree crossings 900 100mm internal diameter (Rigid Duct)

11.153 The County Council reserves the right to inspect all service duct networks that are installed for their apparatus and that will be within their 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 the Council 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 the Council may undertake an inspection if required.



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 O 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 P.

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 P.

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.



Table 12.1 - Paviours and Other Hard Landscaping

Type Layer Thickness (mm) Material

Up to 25

Residential

Dwellings

Surface

Laying Course

Sub base

80

35

390

80mm (min) thick paver block

Clean sharp sand to BS EN 12620 grading C

Granular sub base material type 1 laid in two equal or near equal layers

Pedestrian, Cyclist

Surface

Laying Course

Sub base

80

35

225

80mm (min) thick paver block

Clean sharp sand to BS EN 12620 grading C

Granular sub base material type 1

All verge

types

Same specification as Pedestrian, Cyclist - or alternative to be approved by the Development Management Team

Table 12.2 – Carriageway and Footway/Cycleway

TYPE CONSTRUCTION LAYER

THICKNESS (MM)

MATERIAL BINDER (PENETRATION GRADE MACADAM)

MIN PSV OF COARSE AGGREGATE

MAX AAV

Up to 600 dwellings

Residential Street

Surface course

Binder course

Base course

Sub base

40

60

110

390

AC 14 Close Surf

AC 20 Dense Bin

AC 32 Dense Base

Granular Sub Base Type 1*

100/150

(Oct to Apr)

100/150

100/150

i) 65

iii) 55

**

16

Up to 300 dwellings

Residential Street

Surface course

Binder course

Base course

30

60

60

AC 10 Close Surf

AC 20 Dense Bin

AC 32 Dense Bin

100/150

(Oct to Apr)

100/150

100/150

i) 65

ii) 55

iii) 50

**

16



Sub base

390


100 dwellings and below

Residential Street

Surface course

Binder course

Base Course

Sub base

30

90

-

390

AC 10 Close Surf

AC 20 Dense Bin


100/150

(Oct to Apr)

100/150

i) 65

ii) 50

iii) 50

**

16

Up to 200 cvpd

Industrial and

Principal Roads

Surface course

Binder course

Base Course

Sub base

45

55

110

390

HRA 55/14F Surf (14mm pre-coated chippings)

AC 20 Dense Bin

AC 32 Dense Base


100/150

100/150

100/150

i) 65

iii) 55

**

14

Pedestrian, Cyclist and Vehicular Crossings

Surface course

Binder course

Sub base

25

50

250

AC 6 Dense Surf ***

AC 20 Dense Bin

Granular Sub Base Type 1

160/220

160/220

All situations 45 16

Notes : * Laid and compacted in two equal, or near equal, layers ** If trafficked by public then as above *** See Table 11/71 AR of Appendix 0/1

(i) Approaches to roundabouts, traffic signals, pedestrian crossings and the like. In some cases an additional surface treatment may be required to improve skid resistance.

(ii) On gradients of 5% to 10% (iii) Elsewhere

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.

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

Sub base and Capping Layer Alternative

>15

5-15

150mm

225mm

NOT USED

>3.5 to 5

2 to 3.5

310mm

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

NOTE - 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.



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.



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 P.

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.



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



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:

• 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

13.5 All structures supporting the highway, whether they are to be adopted or not, are subject to the Council’s technical approval process and procedures.

Technical Approval Procedure

13.6 The Council’s technical approval procedures are contained within BD2/12 ‘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 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.

13.9 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.

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.

http://www.dft.gov.uk/�



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.

Future Maintenance

Whole Life Costing

13.16 The Council will require payment of a commuted sum 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.

13.17 Full details of how the Council decides when to request commuted sums, and how they are calculated, can be found at Appendix Q.

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.

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.



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 13.2..

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.

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 easy-watering 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.



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.



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.



15 Drainage

15.1 To promote the use of SUDS within Gloucestershire, the County Council intends to adopt a local SUDS guidance.

15.2 Where public foul or surface water sewers 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 subject to compliance with its requirements. 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 Where private non-adoptable driveways and other surfaces fall towards the adoptable highway you will be required to provide positive drainage on the private land to prevent surface water run-off from discharging onto the highway.

15.7 Excluding soakaways, all prospectively maintainable highway drainage systems shall be located within land which is to be adopted by the Council. 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.



15.8 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)

Longitudinal Fall Steeper than 1.67% (1:60)

Longitudinal Fall Between 1.67% and 0.8% (1:60 and 1:125)

Standard Street 100m2 80m2

Shared Surface Street 50m2 40m2

15.9 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.

15.10 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.

Soakaways

15.11 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.

15.12 Developers will be required to pay a commuted sum for the future maintenance of soakaways. The level of commuted sum will be dependent upon the design of the soakaway and will be agreed on an individual basis..

15.13 The standard of BRE 365 is the most suitable method for soakaway design.



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.

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.



Figure 15.1 - Typical Soakaway Construction Detail

NOTES

1. Volume shall be 5.8m3 approximate capacity to invert level. 2. Normally only 2 no. road gullies shall drain into each soakaway with 2.5m3 capacity

required for each gully. Gullies shall drain 180m2 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.



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.



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.



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.



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.



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



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:



Figure 16.2 - Two Utility Trench Share Arrangement

Figure 16.3 - Three Utility Trench Share Agreement



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 the street not being adopted as a public highway, there is sufficient money in place to protect owners of properties fronting the street from be liable for the costs under the Private Street Works Code., to bring the street up 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.



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.



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 H.

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.

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 £1,000 (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 K.

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.

The Council as the Developer 17.26 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.

17.27 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.

17.28 The Council’s Highways Development Management (HDM) Team will require the relevant internal department to enter into a memorandum agreement, 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

17.29 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.

17.30 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.

Table 17.1 - Designated Stages and Notification Periods

Designated Stage Minimum Notice Required by HDM Team

Excavate Foundation 7 days Drainage Excavation 7 days

Backfill Drainage Excavation 7 days Pipework Laying 7 days

Sub Base 7 days Kerbing 7 days

Base Course 7 days Binder Course 7 days

Surface Course 10 days

17.31 The Developer must give the HDM Team at least 48 hours notice if any works temporarily cease or restart.

17.32 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.

17.33 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.

17.34 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.

17.35 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.

Maintenance and Adoption



17.36 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.

17.37 In order for this to be done;

• 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.

17.38 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 and Non Motorised Users Audit required and any works identified therein completed. Certificate is required prior to occupation of any buildings

Completion Certificate

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.

(formerly Part 2)

All remedials completed. Stage 4 Road Safety Audit required. Vesting Declaration of sewers completed. CDM file & as-built plans submitted.

Final Certificate

17.39 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.

17.40 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



17.41 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.

17.42 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.

17.43 If the developer does not secure a legal agreement, the Council will not be bound by any of the procedures as described.

17.44 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;

17.45 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.

17.46 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.

17.47 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

17.48 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).

17.49 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.



17.50 The Developer is responsible for ensuring that the submitted File is sufficiently comprehensive. However, the Council expects that the following list of items should be included within the Health and Safety File.

The Health and Safety File should include 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 Planning Manager appointed in accordance with CDM Regulations considers should be contained within the Health and Safety File.

Marking the Highway Boundary

17.51 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.

17.52 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).



17.53 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

Residents Maintaining Highway Verge

17.54 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).

17.55 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).



17.56 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.

17.57 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.

17.58 A Licence to Cultivate is granted with the following conditions:

• 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.

17.59 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.

17.60 Any licence granted can be withdrawn at any point, subject to the Council giving the Licence holder giving 30 days notice.

17.61 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.



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



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

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 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; l). the publication of the 7th Edition of Sewers for Adoption

16/04/2013 Construction specification amended.

10/05/2013 Updated to take account of BD02/12.



APPENDIX A

CONTACT DETAILS

GLOUCESTERSHIRE COUNTY COUNCIL

Shire Hall

Westgate Street

Gloucester

GL1 2TH

CONTACT NUMBERS

E-MAIL AND WEBSITE LINKS

Highways Development Management Team

Tel: (01452) 426742

Fax: (01452) 426800

e-mail: [email protected]

www.gloucestershire.gov.uk/devcoord

Road Safety Partnership

Tel: (01452) 425600

Fax: (01452) 426800


www.roadsafety-gloucestershire.org.uk

Integrated Transport Unit

Tel: (01452) 426343

Fax: 01452) 426800

e-mail:

[email protected]

Network Management Team (Streetworks / Traffic Signals)

Tel: (01452) 425577

Fax: (01452) 426800


Public Rights of Way

Tel: (01452) 425577

Fax: (01452) 426800


www.gloucestershire.gov.uk/prow

Waste Management & Sustainability

Tel: (01452) 426601

Fax: (01452) 426800


www.gloucestershire.gov.uk/waste


http://www.gloucestershire.gov.uk/devcoord�


http://www.roadsafety-gloucestershire.org.uk/�




http://www.gloucestershire.gov.uk/prow�


http://www.gloucestershire.gov.uk/waste�



Legal & Democratic Services

Quayside House

Quay Street

Gloucester

GL1 2TZ


GLOUCESTERSHIRE HIGHWAYS

Imperial Gate Business Park

Corinium Avenue

Barnwood

Gloucester

GL4 3BW

Tel: 08000 514 514


LOCAL PLANNING AUTHORITIES

Cheltenham Borough Council

Municipal Offices

Promenade

Cheltenham

Gloucestershire

GL50 9SA

Tel: (01242) 262626

Fax: (01242) 227131


www.cheltenham.gov.uk

Cotswold District Council

Trinity Road

Cirencester

Gloucestershire

GL7 1PX

Tel: (01285) 623000

Fax: (01285) 623900


www.cotswold.gov.uk




http://www.cheltenham.gov.uk/�


http://www.cotswold.gov.uk/�



Forest of Dean District Council

Council Offices

High Street

Coleford

Gloucestershire

GL16 8HG

Tel: (01594) 810000


www.fdean.gov.uk

Gloucester City Council

North Warehouse

The Docks

Gloucester

GL1 2EP

Tel: (01452) 396396


www.gloucester.gov.uk

Stroud District Council

Ebley Mill

Westward Road

Stroud

Gloucestershire

GL5 4UB

Tel: (01453) 766321


www.stroud.gov.uk

Tewkesbury Borough Council

Council Offices

Gloucester Road

Tewkesbury

GL20 5TT

Tel: (01684) 295010

Fax: (01684) 272039


www.tewkesbury.gov.uk

HIGHWAYS AGENCY

Tel: (0300) 123 5000

www.highways.gov.uk


http://www.fdean.gov.uk/�


http://www.gloucester.gov.uk/�


http://www.stroud.gov.uk/�


http://www.tewkesbury.gov.uk/�

http://www.highways.gov.uk/�



WATER COMPANIES

Wessex Water

Tel: (0845) 600 4600

www.wessexwater.co.uk

Thames Water

Tel: (0845) 850 2777

www.thameswater.co.uk

Severn Trent Water

Tel: (0800) 707 6600

www.stwater.co.uk

Dwr Cymru Welsh Water

Tel: (0800) 052 0130

www.dwrcymru.com

UTILITY COMPANIES

e-on uk

Tel 0247 642 4000 www.eon-uk.com

Southern Electric Tel: (0845) 071 3953

www.southern-electric.co.uk

BT

Tel: (020) 7356 5000

www.bt.com

GLOUCESTERSHIRE CONSTABULARY

Crime Prevention Design Advisors

Gloucestershire

All Local Policing Areas (LPAs)

Mark Murphy

Cotswolds, Cheltenham and Stroud LPAs

PC Mark Godsland

[email protected]

Forest of Dean, Gloucester and Tewkesbury LPA

PC Bob Lloyd

[email protected]

http://www.wessexwater.co.uk/�

http://www.thameswater.co.uk/�

http://www.stwater.co.uk/�

http://www.dwrcymru.com/�

http://www.eon-uk.com/�

http://www.southern-electric.co.uk/�

http://www.bt.com/�





Cotswolds, Cheltenham and Stroud LPAs

PC Mark Godsland

[email protected]

Gloucestershire Constabulary Headquarters No.1 Waterwells Waterwells Drive Quedgeley GLOUCESTER GL2 2AN




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.



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.

A copy of the Standing Advice can be found alongside this document.



APPENDIX D

TRANSPORTATION ASSESSMENTS

The Council will require that the need for a Transportation Assessment is identified in accordance with the criteria set out within Appendix B of the Guidance on Transport Assessment (GTA) published by the Department for Transport in 2007.

A Transport Assessment should also be prepared and undertaken in accordance with the process set out within GTA, unless otherwise agreed by the Developer with the Council.

It is recommended that any departure from the GTA is agreed with the Council as part of the scoping report prior to any work being carried out on the TA to avoid the risk of abortive work, and costs, being incurred by the Developer.



APPENDIX E

TRAVEL PLANS

The Council will require that a Travel Plan is prepared, and subsequently implemented, for a development where the criteria set out in Appendix B of the Guidance on Transport Assessment are met.

The Council has recently prepared and adopted new local guidance on Travel Plans, as set out in the Travel Plans Guide for Developers document, which is available from the Council’s website alongside this document.

This guidance has been produced using national policy and best practice guidance.

It is recommended that any departure from the Travel Plans Guide for Developers is agreed with the Council as part of the Transport Assessment scoping report prior to any work being carried out on the Travel Plan to avoid the risk of abortive work, and costs, being incurred by the Developer.



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. New Guidelines have recently been published and can be viewed alongside this document.

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.



APPENDIX G

STANDARD CONDITIONS

The Council has prepared a listing of Standard Conditions that will routinely be applied where appropriate to any grant of planning permission.

This can be viewed on the Council’s website alongside this document.



APPENDIX H

HIGHWAY LEGAL AGREEMENT

In an effort to reduce the amount of time spent on negotiating Legal Agreements, the Council has prepared a template agreement setting out the standard clauses that will generally be required. This can be viewed on the Council’s website alongside this document.

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.



APPENDIX I

BONDING POLICY

The Council has adopted a formal policy on the requirement for Bonding to guarantee that works and contributions required under planning obligations can be discharged satisfactorily.

A copy of this policy is available from the Council’s website alongside this document.



APPENDIX J

HIGHWAY AGREEMENT APPLICATION FORM AND TECHNICAL SUBMISSION REQUIREMENTS

The Council requires the full range of supporting documentation to permit the Technical Approval process to proceed. The Developer should ensure that all documentation is available before submitting the package, as the Council will not start work on an incomplete submission. The failure to submit all documentation could therefore delay the Technical Approval process.

Full details of the requirements for the submission package and the appropriate application form are included in the Highway Agreement Application Form and Technical Submission Requirements document that can be obtained from the Council website alongside this document.

Copies of the Application Forms for Planning Obligation Agreements (Contributions and Travel Pans), Highway Works Agreements and Section 50 Licences in word document format can also be found alongside this document.



APPENDIX K

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.

INITIAL FEE REQUIRED AT THE TECHNICAL SUBMISSION STAGE FOR HIGHWAY WORKS AGREEMENTS

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

Note: no work will be carried out on a technical submission until these fees have been received.



Scale of Charges Incurred in Planning / Highway Agreements , e.g. Section 106 Town and Country Planning Act 1990, Section 111 Local Government Act 1972, and Section 38 and 278 Highways Act 1980

Estimated Cost of Highway Works

Administration Charge as a Percentage of Estimated Cost

Up to £50,000 10% subject to a minimum of £1,000

£50,001 to £200,000 7½% subject to a minimum of £5,000

£200,001 to £500,000 6% subject to a minimum of £15,000

£500,001 to £2,000,000 5% subject to a minimum of £30,000

Above £2,000,001 4% subject to a minimum of £100,000

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.

Scale of Charges Incurred in Licence to Cultivate Applications made under Section 142 of the Highways Act 1980

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.

Traffic Signals

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.



APPENDIX L

BUS STOP DESIGN SPECIFICATION

This document, which was updated in 2010, outlines the design specification for bus stops and associated facilities for use within Gloucestershire.

The Bus Stop Design Specification can be obtained from the Council’s website alongside this document.

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.



APPENDIX M

GLOUCESTERSHIRE CYCLE FACILITY GUIDELINES

These guidelines are intended as a guide to the requirements of the Council in relation to the provision of cycle facilities on the local highway network.

The Cycle Facility Guidelines can be obtained from the Council’s website alongside this document.

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.



APPENDIX N

TRAFFIC SIGNALS – DEVELOPER PACK

This document is intended as a guide to the requirements of the Council in relation to the installation of traffic signals and associated vehicle monitoring systems on the local highway network.

The Traffic Signal Developer Pack can be obtained from the Council’s website alongside this document.



APPENDIX O

DETAILED DESIGN GUIDANCE DOCUMENTS AND DRAWINGS

A series of standard design documents and drawings are available for use by Developers in preparing highway layouts for new development and these can be downloaded from the Council’s website. The table below provides an index for these documents and drawings.

Document / Drawing Reference

Description Notes

Street Lighting

Appendix P1 Street Lighting Guidance Document setting out the policies relating to the provision and design of street lighting systems.

Appendix P2 Street Lighting Specification Document containing drawings setting out detailed design specifications for street lighting equipment.

Fencing

Series 300 A1 Arris Rail Fence Types A and B Standard Drawing

Series 300 A2 Wooden Pedestrian Handrail Types WHP 1,2 and 3

Standard Drawing

Series 300 A3 Timber Post and Steel Tube Fence

Standard Drawing

Series 300 A4 Rustic Fence Standard Drawing

Series 300 A5 Timber Post and 4 Rail Fence (With Stock Proofing Options)

Standard Drawing

Series 300 A5.1 Timber Post and 3 Rail Fence (With Stock Proofing Options)

Standard Drawing

Series 300 A6 Timber Kissing Gate Type 1 Standard Drawing

Series 300 A7 Fencing and Environmental Barriers – Timber ‘V’ Style

Standard Drawing

Pedestrian Guardrail

Series 400 A1 Pedestrian Guardrail Types PGR1 Standard Drawing



and PGR2

Series 400 A2 Pedestrian Guardrail Types PGR3 and PGR4

Standard Drawing

Drainage

Series 500 A1 Manhole Type 1 In Situ Concrete or Brickwork

Standard Drawing

Series 500 A2 Manhole Type 3 Precast Concrete Standard Drawing




Series 500 A6 Catchpit Type 7 Precast Concrete Standard Drawing

Series 500 A7 Catchpit Type 9 In Situ Standard Drawing

Series 500 A8 Drawpits – Type DP and DS Standard Drawing

Series 500 A9 Drawpits – Types DP and DS (Preformed Plastic Boxes)

Standard Drawing

Series 500 A10 Ducting Details Standard Drawing

Series 500 A11 Rodding Eyes Types 1 and 2 Standard Drawing

Series 500 A12 Headwall Type A Standard Drawing

Series 500 A13 Drainage Outfall Type 1 Standard Drawing

Series 500 A14 Road Gullies and Outlets Standard Drawing

Series 500 A15 Headwall Details Type 1, 2 and 3 Standard Drawing

Ditches and Earthworks

Series 600 A1 Ditches Type 1, 2, 3, 4, 5 and 6 Standard Drawing

Series 600 A2 Earthworks HOZ Pro Gauge Type 1

Standard Drawing

Road Joint

Series 700 A1 Road Joint Details Standard Drawing

Kerbs

Series 1100 A1 Kerbs and Edgings 1 Standard Drawing

Series 1100 A2 Kerbs and Edgings 2 Standard Drawing



Footways

Series 1100 A3 Footways Flexible Construction Standard Drawing

Series 1100 A4 Footways Flags Block and Pavers Standard Drawing

Traffic Calming and Crossings

Series 1100 A5 Round Top Hump Type A Standard Drawing

Series 1100 A6 Flat Top Hump Block Paved Type B and B1

Standard Drawing

Series 1100 A7 Tactile Pavior Surface Details Standard Drawing

Series 1100 A8 Tactile Paving Detail Uncontrolled Crossing

Standard Drawing

Series 1100 A9 Tactile Paving Detail Signal Controlled Crossing

Standard Drawing

Series 1100 A10 Flat Top Hump Flexible Construction

Standard Drawing

Series 1100 A11 Haunching Details Standard Drawing

Series 1100 A12 Speed Cushions Flexible Materials

Standard Drawing

Series 1100 A13 Rumble Strips Standard Drawing

Series 1100 A14 Block Paved Chevron Marking Normal Roundabouts

Standard Drawing

Series 1100 A15 Raised Crossing Standard Detail Standard Drawing

Signals

Series 1200 A1 Signal Pole Details Standard Drawing

Series 1200 A2 Signal Controller Details Standard Drawing

Series 1200 A3 Slot Cut and Cable Details Standard Drawing

Series 1200 A4 Inductive Loops Standard Drawing

Series 1200 A5 Loop Detectors Standard Drawing

Signs

Series 1200 A6 Traffic Sign Mini Roundabouts Standard Drawing

Series 1200 A7 School Warning Sign 600 mm Triangle

Standard Drawing



Series 1200 A8 School Warning Sign 750 mm Triangle

Standard Drawing

Walls

Series 2400 A1 Brick Work, Block Work, Stone Work – Dry Rubble Wall Types A and B

Standard Drawing

Series 2400 A2 Brick Work, Block Work, Stone Work – Dry Rubble Wall Type W2

Standard Drawing

Series 2400 A3 Brick Work, Block Work, Stone Work – Masonry Wall Types A and B

Standard Drawing

Series 2400 A4 Brick Work, Block Work, Reconstructed Stone Wall Types A and B

Standard Drawing



APPENDIX P

ENHANCED MATERIALS POLICY

Gloucestershire Highways has developed this policy setting out the situations in which non-standard materials will be accepted for use, and the processes to be followed by Developers when seeking approval for such use.

The Enhanced Material Policy can be obtained from the Council’s website alongside this document.



APPENDIX Q

STREET LIGHTING SPECIFICATION

The Street Lighting Specification can be obtained from the Council’s website alongside this document.

Manual for Gloucestershire Streets

Documents

Transcript of Manual for Gloucestershire Streets