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20160401 4th Edition V Final 1

Manual for Gloucestershire Streets – 4th Edition

Manual for

Gloucestershire

Streets (4th Edition)

Published 1 April 2016



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

Waste and recycling collection

Section C: Detailed Design Guidance

7 – Street User’s Needs

Pedestrians

Public Rights of Way

Cyclists

Public Transport

Service Vehicles

Emergency Vehicles

8 – Street Geometry

Street Dimensions

Frontage Access

Turning Areas

9 – Parking

Car Parking

HGV Parking

Cycle Parking

Motorcycle Parking

Coach Parking

Visitor Parking

10 – Traffic Management Systems

Traffic Signals

Variable Message Signs



Traffic Signs

Road Markings

Street Furniture

Tactile Paving Surfaces

11 – Street Lighting

12 – Carriageway Construction Standards

Materials and Construction

13 – Highway Structures

14 – Landscaping

15 – Drainage

16 – Services and Utilities

17 – Legal Processes and Adoption Process

Advanced Payment Code

Adoption of New Roads (Section 38 Agreements)

Highway Works Agreements

References

Revision Table



Appendices

A – Contact Details

B – Gloucestershire Highway Network

C – Standing Advice

D – Transportation Assessments

E – Travel Plans

F – Guidance for Road Safety Audits

G – Standard Agreements

H – Planning Obligation (sc106) Bonding Policy

I – Highway Agreement Submission Packages (Planning Obligations, Highway Works,

Permissions and Licences)

J – Schedule of Fees and Charges

K – Bus Stop Specification

L – Cycle Facility Guidance

M – Traffic Signals – Developer Pack

N – Detailed Design Drawings

O – Enhanced Materials Policy and Commuted Sums for Enhanced Materials

P - Street Lighting Drawings



Acknowledgements

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

Gloucestershire County Council:

Chris Baynham, Michael Glaze, Jamie Mattock, Ken Pitt, Mark Power, Neil Troughton and

Claire Tyson,

Thanks are also due to those people and organisations who provided useful comments during

the consultation process that have assisted with the publication of this revised document:

Status and Application

Manual for Gloucestershire Streets [MfGS] sets out the principles that Gloucestershire County

Council will apply to the design and construction of transport infrastructure associated with new

development. MfGS replaces the policies and guidance contained within the previous

Gloucestershire highways design guidance entitled 'Highway Requirements for Development',

which was published in April 1999.

MfGS is not intended to duplicate national guidance documents such as Manual for Streets,

Manual for Streets 2, or the Design Guide for Roads and Bridges. Where appropriate, reference

will be made to these, and other, guidance documents, but their content will not be replicated

within MfGS.

MfGS will be reviewed at regular intervals to ensure that it accurately reflects current guidance

and policies, and to take account of continuing feedback and changes in working practices. We

welcome any feedback you may have, including alerting us to any perceived omissions or

errors, and a feedback form for that purpose can be found on the website.

As MfGS is a live document, and to take account of the potential for regular updates, users of

the guidance should ensure that they are using the most up to date version. To assist with this,

MfGS will only be available in electronic format from the Council website

(www.gloucestershire.gov.uk) and users are advised to always check with the website prior to

use to ensure that they have the latest version.

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.

Community Infrastructure Levy (CIL) – a mechanism whereby a LPA, in partnership with the

LHA and others, identifies the overall infrastructure needs for an area arising from existing and

future demands, and apportions the cost of providing new or improved infrastructure to meet

future demand across those developments that will generate that additional demand. None of

the LPA’s within Gloucestershire have yet adopted a CIL scheme.

Conservation Area – a statutory designation that can be applied to an area within a town or

village that is of special importance due to the grouping of historic buildings within a particular

setting.

Cycle Facility Guidelines – Guidelines produced by the Council aimed at influencing the

decision of those stakeholders involved in the promotion and provision of facilities and services

for cyclists.

Design Manual for Roads and Bridges (DMRB) – a series of documents setting out best practice

design principles to be applied to the design of strategic roads. Within Gloucestershire, DMRB

would generally be applied to “A” and “B” Class roads and heavily trafficked or high speed

unclassified roads.

Developer – for the purposes of this document, the term Developer is used to refer to any

person or organisation proposing to undertake development, considering submitting a planning

application, or implementing the development for which a planning approval has been obtained.

Development Plan – Adopted Local Plans and Neighbourhood Plans.

Gloucestershire County Council – the Local Highway Authority and Local Transport Authority

with statutory duties under various legislation for the management of the local transport network

and for ensuring the safety of the public when using the network.

Gloucestershire Road Safety Partnership – a partnership between Gloucestershire

Constabulary and the Council to deliver a road safety service to both organisations and to the

residents of Gloucestershire.



Good Practice Guidance: Delivering Travel Plans Through the Planning Process – published in

2009 jointly by the Department for Transport and the Department for Communities and Local

Government, this document sets out best practice guidance on the preparation and

implementation of Travel Plans through the planning process.

Highways Agency (HA) – the Government Agency responsible for the management of the Trunk

Road Network, which in Gloucestershire comprises the M5 and M50 motorways, and sections of

the A40, A46, and A417 / A419.

Highways & Biodiversity Guidance for Gloucestershire – the Council’s guidance on the

management and promotion of ecological biodiversity within the context of the highway network

http://www.gloucestershire.gov.uk/extra/article/109520/Biodiversity-and-Highways

Local Highway Authority (LHA) – the Local Authority with statutory responsibility for the

management of the local highway network including the discharge of duties set out in the

Highways Act 1980, the Traffic Management Act 2004 and other highways related legislation.

Within Gloucestershire, Gloucestershire County Council is the LHA.

Local Planning Authority (LPA) – the Local Authority with statutory responsibility for the

management of the planning process including the determination of planning applications

submitted for new development. Within Gloucestershire, there are seven local authorities that

are LPA’s, these being the six District Councils (Cheltenham Borough, Cotswold District,

Forest of Dean District, Gloucester City, Stroud District and Tewkesbury Borough) and,

for some types of planning application, Gloucestershire County Council.

Local Transport Plan (LTP) – a document produced by the LHA setting out Gloucestershire’s

transport strategy. This is a statutory requirement under the Local Transport Act 2000. The

current LTP was adopted by the Council in March 2011 and came into force from 1st April 2011.

The LTP can be viewed at www.gloucestershire.gov.uk/ltp3.

Local Plan - the plan for the future development of the local area, drawn up by the LPA in

consultation with the community. The currently adopted and emerging Local Plans can be

viewed at the respective District Council’s websites.

Manual for Streets 1 and 2 (MfS 1 / 2) – a pair of documents published in 2007 and 2009

respectively that set out best practice design principles to be applied to the design or new and

improved transport infrastructure, focussed on urban streets and lightly trafficked routes.

National Planning Policy Framework – the Government’s planning policies for England and how

these are expected to be applied. Replacement of PPS1, PPS3, PPS4, PPS7, PPG13 and

Circular 05/2005 (amongst others).

Neighbourhood Forum – a forum permitted under the Planning and Compulsory Purchase Act

2004 to produce a Neighbourhood Plan

Neighbourhood Plan – a plan prepared by a Parish Council or Neighbourhood Forum for a

particular neighbourhood area in accordance with the Local Plan

http://www.gloucestershire.gov.uk/extra/article/109520/Biodiversity-and-Highways

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



Network Rail – company responsible for the management of the rail network including railway

lines, stations and associated infrastructure.

Parish Council - permitted under the Planning and Compulsory Purchase Act 2004 to produce a

Neighbourhood Plan

Road Safety Audit – Local guidance setting out best practice approach to undertaking safety

audits for new or altered highway infrastructure.

Section 106 Agreement – an Agreement entered into by the LPA and / or the LHA with a land

owner and / or Developer that sets out the obligations upon the parties in relation to a

development that has secured planning permission. The obligations could involve physical

works or financial contributions depending upon the nature of the development and the

associated measures required to make that development acceptable to the LPA and LHA.

Section 38 Agreement – an Agreement entered into by the LHA with a land owner and / or

Developer that sets out the obligations in relation to the adoption of highway and transport

infrastructure resulting in the LHA taking on future management responsibilities for the

infrastructure.

Sustainable Drainage Systems (SuDS) – drainage systems that are designed to minimise the

amount of water that leaves the area being drained through a range of techniques designed to

retain water within a development site, including sufficient storage capacity through the use of

balancing ponds and wetland areas to reduce the impact of flooding.

Unilateral Undertaking – a commitment by a land owner and / or Developer to meet specific

obligations in relation to a development that has secured planning permission. As with a

Section 106 Agreement, these obligations could involve physical works or financial contributions

depending upon the nature of the development and the associated measures required to make

that development acceptable to the LPA and LHA. A Unilateral Undertaking would not

necessarily be agreed, formally or informally, by all parties.



Legislation

Community Infrastructure Levy Regulations (2010) – sets out the current legislative process for

a Local Planning Authority to apply a charge on development

Construction (Design and Management) Regulations (2007) – Government regulations setting

out requirements for the management of construction works from design phase through to

completion. The Regulations apply equally to Local Authorities and Developers / Contractors

and can be viewed at www.legislation.gov.uk/uksi/2007/320/introduction/made.

Crime and Disorder Act (1998) – requires local authorities and police forces to work together

with other agencies and the local community to develop and implement strategies to reduce

crime and disorder.

Flood and Water Management Act (2010) – sets out the statutory duties placed on public

authorities and Water Companies in relation to the management of flood water and drainage

systems. Under this Act, the Council is designated as a Lead Local Flood Authority, and has

duties relating to the management of surface water.

Highways Act 1980 – sets out the statutory duties placed on Highway Authorities in relation to

the management of the highway network, including Sections 37, 38 and 278 relating to highway

adoption and the granting of permission for others to undertake works within the public highway.

New Roads and Street Works Act 1991 – sets out the legislative framework relating to the

management of works within the highway undertaken by local authorities, utility companies and

third parties such as developers.

Town and Country Planning Act 1990 – sets out the current legislative framework for the

planning system, including the requirements in relation to the imposition of planning conditions

and obligations (Section 106 Agreements) related to the award of planning permission for a new

development.

Traffic Management Act (2004) – imposes a duty upon Local Highway Authorities to ensure the

expeditious movement of traffic on the local road network.

Water Industry Act (1991) – sets out the legislative framework for the water industry, including

the mechanism for the adoption of drainage systems under Section 104 Agreements.

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



Foreword

Councillor

Lead Cabinet Member for



Section A: Context and Process

1 Introduction

Aims of the Manual

1.1 Manual for Gloucestershire Streets (MfGS) provides guidance to developers, their

consultants and design engineers, Local Planning Authorities, Parish and Town Councils

and the public on how new development within Gloucestershire can contribute towards

the provision of a safe and sustainable transport network within the County.

1.2 MfGS seeks to reflect the advice given in national design guidance, such as Manual for

Streets, Manual for Streets 2, and the Design Manual for Roads and Bridges, as well as

a wide range of best practice documents covering different aspects of the transport

system. MfGS also seeks to strike the right balance between allowing the designer the

flexibility needed to create distinctive high quality developments, whilst also ensuring

that layouts stand the test of time and are cost-effective to maintain.

Using This Manual

1.3 MfGS is a web-based document, and no hard copies will be published. This format will

make it easier for sections of MfGS to be updated as and when a local or national policy

change, or new best practice guidance, is published.

1.4 Users of MfGS are therefore advised not to print out their own hard copies, but to

always refer to the Council’s website to ensure that they are using the most up to

date version of the document.

Promoting Joint Working

1.5 Manual for Streets reinforces the message that the route to successful development is

through a coordinated design process. The Council advocates this approach and

supports the establishment of development teams to promote joint working whereby all

necessary stakeholders can be involved at an early stage. Therefore, the Council

encourages developers, designers and the other local authorities in Gloucestershire to

involve the Council at the earliest opportunity in discussions about any new development

proposal.

Gloucestershire County Council

1.6 Within Gloucestershire, Gloucestershire County Council is the Local Highway

Authority charged with fulfilling the statutory duties as set out in the Highways

Act 1980, Traffic Management Act 2004 and other relevant legislation.



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 to obtain the latest position in relation to the Local Plan process.

3.6 Site-specific policies in the Local Plans may already set out a policy framework for the

development of a specific site, including transport policies and proposals that are applicable to that site..

3.7 Gloucestershire County Council, as LHA, provides input on transport issues to the Local

Plan process within each District, and therefore the transport policies contained within each Local Plan will generally be aligned with the Council’s adopted transport strategy. However, Developers are advised to ensure that development proposals also accord with the Council’s transport strategy, as set out in the Local Transport Plan.

Neighbourhood Plans 3.8 A Parish Council or Neighbourhood Forum may have also prepared a Neighbourhood

Plan. These plans set out planning policies to determine decisions on planning applications and can grant planning permission through Neighbourhood Development Orders and Community Right to Build Orders for specific development which complies with the Order. Neighbourhood Plans must be in general conformity with the strategic policies of the Local Plan and once brought into force, the Neighbourhood Plan policies will take precedence over existing non-strategic policies in the Local Plan.

Local Transport Plan

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

local transport from April 2011 through to March 2031. LTP3 was adopted by

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



Gloucestershire County Council at a meeting of full Council in March 2011 and therefore

it should be used as material consideration in planning applications and appeals. LTP3

and its supporting documents can be viewed on the Council’s website.

3.10 The overall LTP vision is to secure the provision of a safe and sustainable transport system. In this context, safe means a transport network that people feel safe using whatever their mode of travel, and one that is designed so that where accidents do happen the risk of casualties resulting is minimised. Sustainable means a network that is designed to contribute towards the reduction in carbon and other vehicle emissions, whilst also being financially affordable to operate within the constraints of public sector finances.

3.11 Underlying this vision, the LTP sets out the following objectives:

A greener, healthier Gloucestershire.

Sustainable economic growth.

A safer, securer transport system.

Good access to services.

3.12 The LTP will have identified suitable improvements to the transport network that cost

effectively limit the significant impacts of new development that generate significant

amounts of movement. Although the LTP3 assumed that significant development would

occur in those locations identified as Areas of Search in the draft Regional Spatial

Strategy, many of the improvements (especially in respect of sustainable transport

modes) would equally apply to most developments. It is expected that contributions

towards the costs of the improvements to the transport network that are required to limit

the significant impacts of new development, will be secured.

3.13 MfGS forms part of the suite of documents that come under LTP3, as well as being

adopted in its own right. LTP3 will be reviewed in 2013/14 and 2018/19 to take account

of changes to the Development Plan and national planning guidance.

3.14 Figure 3.2 illustrates the suite of policy and strategy documents relating to highways and

transport that apply within Gloucestershire, and the place of MfGS within this hierarchy.

3.15 Developer’s should also be aware of the other supporting documents to LTP3, including

the Transport Asset Management Plan and the Rights of Way and Countryside Access

Improvement Plan, as these will contain policies and processes that may be applicable

to a proposed development. These documents can be found on the Council’s website.



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 3.16 The Council will seek to ensure that, where practical to do so, all development within

Gloucestershire can:-

Accommodate the efficient delivery of goods and supplies;

Give priority to pedestrians and cycle movements, and have access to

high quality public transport facilities;

Create safe and secure layouts which minimise conflicts between traffic

and cyclists and pedestrians, avoiding street clutter and, where

appropriate, establishing Home Zones;

Incorporate facilities for charging plug-in and other ultra low emission

vehicles; and

Consider the needs of people with disabilities by all modes of transport.

3.17 All development that generates significant amounts of movements should also:-

Be supported by a Transport Statement or Transport Assessment;

Take up the opportunities for sustainable transport modes;

Provide safe and suitable access to the site for all people;

Improve the transport network to cost effectively limit the significant

impact of the development;

Where possible, locate the development where the need to travel is

minimised and the use of sustainable transport modes are maximised;

Provide a mix of uses to provide opportunities to undertake day to day

activities, including employment, retail and education;

Be supported by a Non Motorised Users Context Report, identifying the

scheme objectives for non motorised users;

Be supported by a stage F Road Safety Audit, where the new access

involves any type of junction more complex than a standard priority T

junction.

Other objectives might include, for example, sustainability, design quality, place function,

vitality and viability.



Stage 3: Design Context Appraisal

When existing streets are being redesigned, it is very important to have a detailed understanding of how they sit within an urban area….. There is a need to identify opportunities to repair incomplete or poor quality connections. [MfS1 para. 3.6.4].

3.18 The NPPF and MfS place great emphasis on the benefits derived from good design and

the effective context appraisal, relating a new development to the existing infrastructure.

It is recommended that this process is conducted at the earliest possible opportunity,

prior to developing a movement framework (explained in further detail in Section 3.6 of

MfS1). Consideration should be given to connecting developments to existing links and

possibly upgrading existing footpaths. Cul-de-sacs should be avoided because they

tend to result in poor connectivity and do not assist with place-finding. This approach

aims to improve the potential connectivity of a new development with the existing locale.

Other contextual elements might include, for example, place, landscape, built

environment, use and heritage.

Connectivity and Accessibility

3.19 The accessibility of a development that generates significant amounts of movement is a

key contributor to whether or not it is likely to be sustainable and meet the Promoting

Sustainable Transport policies of the NPPF. It is desirable that such developments are

located so as to be easily accessible by other modes of travel. Journeys on foot

comprise an element of almost all journeys; even the most hardened car user has to

walk from the parking place to their destination. Public transport provides the most

viable option for longer journeys. The emphasis in Gloucestershire tends to be on bus

rather than rail services due to the limited number of rail routes and stations in the

County. However, for such developments in communities with a rail station, rail can

provide an attractive option for travel both within Gloucestershire and further afield. The

bicycle provides another alternative to the private car and over any given time can make

a development accessible to a wider area than by walking.

3.20 A fundamental principle of development that generates significant amounts of movement

in planning terms is for it to be located in the right place, allowing people to easily access

the services that they need for day to day life, such as employment, education and

shops. To ensure inclusivity good accessibility should be possible by non-car modes.

The concentration of large-scale development in existing built-up areas can result in

linked trips, where people can visit several places in one journey, and it is in the larger

urban areas where improvements to infrastructure that will benefit users of development



in the future are likely to take place. Consideration will also be given as to whether other

facilities being promoted as part of a development will improve access to services for

residents of existing development. .

3.21 Detailed guidance on measuring accessibility is limited. MfS states at paragraph 4.4.1 that "Walkable neighbourhoods are typically characterised by having a range of facilities within 10 minutes (up to about 800m) walking distance of residential areas". The Guidelines for Providing for Journeys on Foot (2000) issued by The Institution of Highways & Transportation suggests the following acceptable walking distances:-

Town Centre Commuting/School Elsewhere Sight-seeing

Desirable 200m 500m 400m Acceptable 400m 1000m 800m Preferred 800m 2000m 1200m Maximum The Guidelines also recognise the greater difficulty for elderly and disabled people in

walking. Gloucestershire has a high level of elderly which have

3.22 When measuring walking and cycling distances, these should be measured along routes

that are safe for such use, with the use of simple circular isochrones based on the

location of a development being unacceptable. There may be significant barriers to

walking or cycling, such as a major road, railway or river that will mean that a walking

route from the development to a specific facility is in reality longer than the “crow flies”

straight line that the use of circular isochrones implies. Measurements should also not

be taken from the nearest part of the development to a particular facility, but from the

centre of the development (to get the average distance) and from the furthest part of the

development from a particular facility (to get the maximum distance).

3.23 Accessibility mapping is available for the full County based on the Accession software

developed for the Department for Transport. This allows the relative access of services

to be established for a particular development proposal, and will be used to assist the

Council in responding to developers and Local Planning Authorities on the acceptability,

in accessibility terms, of specific proposals. Developers are encouraged to make use of

accessibility mapping when presenting the case for their proposal and for the impact of

any mitigation package that is being proposed in support of a proposal.

The Quality of Routes

3.24 The characteristics of the routes to be used by pedestrians and cyclists will also have a

bearing on the potential for users of a development to use those modes of travel, and

thus also public transport. Paragraph 6.3.1 of MfS1 states "A 20-minute walk



alongside a busy highway can seem endless, yet in a rich and stimulating street,

such as in a town centre, it can pass without noticing".

3.25 Walking alongside a busy main road can be unattractive and inhospitable, especially

where pedestrians have to use a narrow footway immediately alongside a carriageway

used by large vehicles. Main roads are also rather unpleasant and hazardous for

cyclists, especially if motor vehicle speeds are perceived as high. Conversely,

pedestrian and cycle routes away from carriageways used by motor vehicles can be

perceived as poor in terms of personal security. The gradient, and the existence or not

of street lighting and natural surveillance, are other factors that can have a significant

influence on the success of such routes in terms of encouraging modes of travel other

than the car. These factors need to be taken into account when designing the walking

and cycling routes linking a development to the nearest community facilities.

Mechanisms to Improve Accessibility - Planning Conditions or Obligations

3.26 If the transport network can be cost effectively improved to limit the significant impacts of

a development, the Council will give consideration to recommending that a planning

condition is attached to the planning permission to secure works being carried out on the

public highway or other land in the applicant's control.

3.27 Planning obligations will only be sought where it is not possible to address unacceptable

impacts through a planning condition, for example to secure a financial contribution to

works or services, or to secure the successful implementation of a Travel Plan. Whether

dealt with by a condition or obligation it will be imperative that those works or services

are capable of being delivered within the life of the planning permission. Sometimes no

amount of work will make a sufficient difference, and/or the cost of works needed could

not be delivered by the value of the development. Further information on Planning

Conditions and on Planning Obligations can be found later in this document

Outline/Detailed Master Plans

3.28 Master planning is also an essential element of designing larger developments in

particular and provides an opportunity to ensure that critical connections to existing

development and the surrounding area are given due consideration at an early stage of

the process. Table 3.2 of MfS, reproduced below, gives the user hierarchy order that

should be followed in the design and assessment of all development proposals, and it is

essential for that to be considered at an early stage on larger developments if

connections for pedestrians and cyclists, and routes for buses, service and emergency

vehicles, are to be given priority over other motorised traffic. It is of course equally

important, particularly on larger developments built in separate phases, that key parts of

the infrastructure are in place for all occupants and/or users of a particular phase to use

without having to wait for other phases to be completed.



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

3.29 For larger schemes, an outline master plan should be drawn up showing existing

infrastructure and identifying key routes needed through the site to provide the safest

and most attractive pedestrian links to existing (and proposed) facilities and bus stops.

For smaller schemes, a detailed master plan may suffice, and for any scheme this

should address those matters listed at paragraph 3.6.27 of MfS1, which include

connections to the surrounding area and through the site, street layout and dimensions,

building lines/heights, routes for utilities, servicing and access for emergency vehicles

and details of the Sustainable Drainage System and sewer routes.

Integrated Street Design - a streamlined approach

3.30 MfS advocates a co-ordinated approach to the design of new developments. Previous

experience has shown that on those developments where the relevant planning and

highway authorities have been involved from an early stage, the proposals will progress

efficiently through the planning and design stages and will ultimately result in a high

quality development. Where possible, other infrastructure providers such as statutory

undertakers should be involved in such discussions to ensure that requirements in

relation to service pipes, drainage and other infrastructure are built into the master plan.

Pre-application engagement and front loading

3.31 Early engagement has the significant potential to improve the efficiency and

effectiveness of the planning application system for all parties. Prior to submission of a

planning application a Developer is encouraged to take up the pre-application service we

offer. The Developer should have regard to the need to encourage joint working, and

may wish to involve the LPA as well as other stakeholders. It is easier if both the LPA

and the LHA are involved in pre-application discussions. The Developer is also strongly

advised to engage with the local community as early as possible through the Parish and

Town Council.



3.32 To seek pre-application advice, a submission should be made to the Council’s HDM

Team including the following:-

a location plan at 1:1250 scale;

a completed pre-application appraisal form

a layout plan at 1:500 scale (showing proposed access width, junction radii, visibility splays and parking and manoeuvring areas);

any existing uses on the site and their traffic generation;

size of the proposed development (number of dwellings and/or gross floor area of commercial buildings);

the intended Use Class(es) of the development; and

relevant planning history.

3.33 Highway and transport advice will be based on the information supplied at the time and

the Council reserves the right to change its advice at the planning application stage if

material changes are made to the proposed development or if additional information is

supplied which was not available at the time pre-application advice was given.

3.34 The Council will aim to give a written response within 21 calendar days of receiving a

pre-application enquiry if all of the required information is included with the submission.

It should be noted that currently there is no charge made for the provision of pre-

application advice by the Council. It is recognised that some Local Planning Authorities

do charge, and the position is periodically reviewed.

Design Codes

3.35 Preparing Design Codes: A Practice Manual explains some of the general background

and philosophy behind Design Codes. This guidance suggests that Design Codes are

necessary for larger developments and in those cases the production of the Design

Code can be tailored to the unique circumstances applicable to the site. However, the

guidance also acknowledges the influence that highways policy and standards has on

design codes and recommends that design codes be adopted for highway purposes.

With this in mind, MfGS contains different street and road character types that are

effectively a design code, albeit one that deals only with those matters relevant to the

LHA. Nevertheless, there is no reason why this should not be incorporated into either a

full design code for a larger development or used to guide the design of smaller

developments across the County.

Quality Audits 3.36 At the present time the Council does not intend to introduce guidance relating to the

Quality Auditing process outlined in Section 3.7 of MfS1. Currently, the Council does not

require a Quality Audit in support of a planning application.



Non Motorised Users (NMU) Context Report

3.37 On larger development sites, the County Council will require background information of

relevance to non motorised users of the highway (pedestrians, cyclists and horse riders)

to be collated and presented in a NMU Context Report in support of a planning

application.

3.38 The NMU Context Report should identify the development objectives for non motorised

users and consider the implications of the development on NMU accessibility, safety,

comfort and convenience. While issues of both road safety and personal safety for

NMUs should be included within Report, these should be balanced against consideration

of all elements likely to affect NMU travel.

3.39 Viable routes for a non motorised user should:-

not give rise to road safety or personal safety concerns;

directly facilitate the desired journey without undue deviation or difficulty;

link origins and destinations;

be attractive and comfortable to use;

be accessible to disabled users and people with children and pushchairs; and

be continuous and not subject to severance or fragmentation.

Supporting Physical Activity

3.40 Increasing levels of physical activity amongst all the population should be an explicit goal

of transport planning and investment. Active travel should be prioritised and walking and

cycling routes should be safe and form a continuous accessible network. Planning for

active travel will provide ‘triple wins’ – for the economy, health and the environment.

Physical activity is vital for maintaining health; the Chief Medical Officer has labelled it a

‘wonder drug’. Environments promoting and supporting physical activity will achieve and

sustain better health outcomes.

3.41 Developers are encouraged to use the checklist to encourage and support physical

activity which can be found in the Active Planning Toolkit published by the

Gloucestershire Conference

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

Creating Child Friendly Communities

3.42 Playable space and play opportunities should be integrated into new development and

the Council would encourage developers to engage with children in the design process.

Streets should be created that children feel safe to play in and new development should

positively promote sustainable travel and in particular promote walking and cycling

amongst children.

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



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

3.43 Planning legislation requires the Council, as Local Highway Authority, to be consulted in

some circumstances before the LPA determines a planning application. The LPA seeks

the Council’s advice on the highway safety and transportation matters specific to those

applications and this includes where necessary an assessment of 'accessibility'.

However, unlike some consultees, the Council has no power of direction and so can only

recommend that the LPA takes on board its advice before coming to a decision. The

LHA advice is essentially non-binding on the LPA, although should the LPA decide to

disregard this advice then any future defence of that decision would need to be

undertaken by the LPA.

3.44 The basic process that the Council follows when assessing a planning application is

illustrated in Figure 3.3, but there are many potential material considerations to take into

account and so not all parts of the process will necessarily be applicable.

3.45 Although not a definitive list, the Council, in addition to considering the policies in the Local Plan, will also take into account the following matters as material considerations when assessing any submission for highway purposes:-

Previous planning decisions (including appeal decisions);

National guidance – NPPF, Government Circulars, Guidance on Transport Assessment, Design Manual for Roads and Bridges, Manual for Streets, Manual for Streets 2: Wider Application of the Principles, Good Practice Guidelines: Delivering Travel Plans through the Planning Process;

Local Guidance - Local Transport Plan 3, Manual for Gloucestershire Streets, Detailed GCC guidance notes such as Road Safety Audit, the Gloucestershire Highways Biodiversity Guidance and the Enhanced Materials Policy;

Adequacy of parking/loading/turning;

Highway safety, road layout/access;

Disabled access.

3.46 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

3.47 The NPPF states that all development that generates significant amounts of movements

should be supported by a Transport Statement or Transport Assessment. During pre-

application discussions, the Council will decide if a TA or TS is required taking into

account the guidance set out if the Planning Practice Guidance – ‘Travel plans, transport

assessments and statements in decision making’. Where a TA is required you should

agree the 'scope' with us in advance so that the focus can be on those areas that are

most likely to be affected by the development.

Travel Plan

3.48 During pre-application discussions, the Council will decide if a Travel Plan is required

taking into account the guidance set out if the Planning Practice Guidance – ‘Travel

plans, transport assessments and statements in decision making’. Where a Travel Plan

is required you should agree the 'scope' with us in advance.

Consultation Process

3.49 To allow the Council to give a full and prompt response on consultation received from

the LPA, full supporting information should be submitted by the Developer with the

planning application in accordance with the requirements set out by the LPA. These

should be available from the website for the relevant LPA.



3.50 Generally the Council will require the following:

Plans showing site location, layout of development, relationship of the development

to the transport network, and details of access arrangements (for pedestrians as well

as vehicles) for the development. All plans are to be in PDF format and available

electronically. Proposed carriageway widths, footway/footpath widths, junction radii,

junction and forward visibility splays should be shown on the plans;

Plans and/or details showing any proposed modifications to the existing transport

network either to accommodate the site access(es) or alterations to the network to

cost effectively limit the significant impacts of the development. This could include

new or altered junctions, road widening, footpath links to bus stops, public transport

services or facilities and / or cycle facilities. The plans should provide details of all

dimensions (carriageway and footway widths, junction and bend radii) and forward

and junction visibility;

Report justifying departures from national or local standards;

If proposed visibility splays are below the following requirement, speed surveys will

be required to determine the 85%ile wet weather speed of existing traffic at the

proposed point of access

Speed Limit x distance y distance 30 mph 2.4m 54m 40 mph 2.4m 120m 50 mph 2.4m 160m 60 mph 2.4m 215m 70 mph 2.4m 295m

Volumetric and vehicle classification surveys to determine HGV content of existing

traffic at the proposed point of access;

Transportation Assessment or Transportation Statement as required by the nature

and location of the development;

Travel Plan as required by the nature and location of the development;

Draft or Complete Legal Agreements as appropriate depending upon the nature of

the development and the extent of highway works and transport measures identified

through the TA and Travel Plan.

3.51 In assessing planning applications, we will look for solutions rather than problems and

we will seek to support applications for sustainable development where possible. We will

work proactively with Developers to secure developments that improve the economic,

social and environmental conditions of the area.

3.52 In assessing development proposals, we will apply the presumption in favour of

sustainable development.



3.53 Any departures or relaxations from national or local design standards should be

fully justified at this stage.



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



3.54 The information provided in support of a planning application as required by the Local

Validation Checklist, and as summarised above, will be reviewed by the Council with the

aim of determining the type and scope of mitigation measures needed. This process will

be undertaken in conjunction with the Local Planning Authority.

3.55 When reviewing the supporting information, regard will be had to the Local Transport

Plan and supporting policy and standards documents, as well as the statutory

requirements placed upon the Council as Local Highway Authority.

3.56 The Development Plan and all material consideration will form the basis for the LHA's

response to a proposed development and, in particular, the type or level of mitigation

that will be required. Mitigation will only be required where the proposed development is

likely to have a severe impact on the transport network. Significant adverse impacts on

the transport network should be avoided and, wherever possible, alternative options

which reduce or eliminate such impacts should be pursued. Where adverse impacts are

unavoidable, measures to mitigate the impact should be considered. Where adequate

mitigation measures are not possible, compensatory measures may be appropriate. The

LHA will only recommend refusal of a planning application on transport grounds where

the residual cumulative impacts of development are severe.

3.57 Where mitigation or compensatory measures are considered necessary, the LHA will

recommend, if possible, that an appropriate condition is attached to any planning

permission granted. If it is not possible to secure the measures by way of a condition,

the LHA will recommend that a planning obligation is secured.

3.58 The conditions or obligations should specify the improvements that will be required to

make the development acceptable. Conditions or obligations may require that necessary

mitigation measures be completed before first occupation of units on the site, or before

work on the development site itself commences if construction traffic is a major issue.

Obligations may also secure pooled contributions, especially in relation to large scale

infrastructure improvements (for example Park & Ride and/or bus priority measures)

where the cost or effect of the mitigation is greater than could reasonably be secured

from a single development site.

3.59 At present, no Community Infrastructure Levy (CIL) schemes are in place within

Gloucestershire, but where such schemes come into place in future then these will form

the basis for the identification of planning obligations in relation to transport

contributions.



Planning Conditions

3.60 It may be possible to make unacceptable development proposals acceptable through the

use of planning conditions. Planning conditions should only be imposed where they are

necessary, relevant to planning and to the development to be permitted, enforceable,

precise and reasonable in all other respects.

3.61 It should be noted that the LPA is under no obligation to abide by the recommendation of

the LHA or to impose any condition(s) recommended by the LHA. In the event that

planning permission is granted contrary to our recommendation, the LPA may include

conditions dealing with highway safety, accessibility and/or transport issues that were

not recommended by the Council. Conditions are sometimes imposed requiring further

details to be submitted to and agreed in writing by the LPA after the original grant of

planning permission. This can create additional work for all concerned and so it is

preferable for details to be submitted with the planning application, or at least to be

submitted prior to the grant of planning permission.

3.62 In recommending conditions, the Council is mindful of the tests in the Planning Practice

Guidance – Use of Planning Conditions, and the NPPF, which provides current national

guidance on the issue. However, the Council has no powers of direction and is not the

determining authority, and so ultimately it is for the LPA to decide whether or not the

conditions recommended can be validly imposed.

3.63 The Council will endeavour to issue a copy of any response it makes to a planning

application to the Agent (or Applicant, if no Agent is identified). An Applicant or

Developer that does not understand the requirements of a condition relating to highway

matters is advised to check first the LHA's recommendation. If you have not been

issued with a copy of the Council’s response, then it is often available to view online via

the relevant LPA's planning application website. This should enable you to establish

whether or not the condition was imposed at our request, and if it was you may wish to

contact the appropriate Case Officer in the Development Management Team to discuss

our requirements in more detail.

3.64 Conditions imposed on the LHA's recommendation may require the submission of further

details for approval. This may be through an 'application for the approval of reserved

matters' following the grant of 'outline' planning permission, or it may be by means of an

'application for approval of details reserved by condition' imposed on either a full or

outline permission. These are often referred to as applications for the discharge of

conditions. An Applicant/Developer may wish to seek the Council’s advice prior to

submission of those details (assuming that the condition was imposed at the Council’s

request) in order to reduce the likelihood of us making an unfavourable response to the

LPA. However, there may be notes or 'informatives' attached to the planning permission

(decision notice) and these together with the other guidance in this document and links



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

advance.

3.65 Potential objections on highway safety grounds can sometimes be overcome by carrying

out works to improve the access and/or visibility, and so it is useful if planning

applications clearly show the extent of land, beyond the application site, that is in the

applicant's control.

3.66 Conditions imposed can be formally challenged by making a planning application to

vary/remove a condition (see Section 73 of the Town and Country Planning Act 1990), or

through an appeal to the Planning Inspectorate (see paragraph 3.6.33 of this document).

Applicants are reminded that there is no requirement for the LHA/LPA to seek approval

from the applicant before recommending/imposing a condition, and indeed the

applicant's endorsement of a condition does not make a condition any more or less

reasonable.

3.67 Further guidance on conditions can be found in the Planning Practice Guidance – Use of

Planning Conditions.

Planning Obligations

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

impacts through a planning condition. Planning obligations are agreements or unilateral

undertakings negotiated between the respective Local Planning Authority and persons

with an interest in a piece of land (and / or "Developer"), and are intended to make

acceptable development which would otherwise be unacceptable in planning terms. By

their nature the content of a unilateral undertaking might not be agreed by all parties

including the LPA and LHA. For example, planning obligations might be used to

prescribe the nature of a development (e.g. by requiring that a given proportion of

housing is affordable); or to secure a contribution from a developer to compensate for

loss or damage created by a development (e.g. loss of open space); or to mitigate a

development's impact (e.g. through increased public transport provision). The outcome

of all three of these uses of planning obligations should be that the proposed

development concerned is made to accord with the Development Plan and other

material consideration..

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

whenever appropriate according to the Planning Practice Guidance – Planning

Obligations and the NPPF.



3.70 The guidance requires, amongst other factors, that planning obligations are only sought

where they meet all of the following tests. These are that a planning obligation must be:

i. 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.

3.71 The Development Plan and all material consideration will form the basis for both the

LHA's and the LPA's response to a proposed development and, in particular, the type or

level of compensatory or mitigation measures that will be required. Typically, mitigation

could be required where the proposed development is likely to have a severe impact on

the transport network and/or result in breaches of statutory environmental limits.

3.72 Further local guidance on infrastructure and services with new development can be

found in the Council’s Local Developer Guide at:

http://www.gloucestershire.gov.uk/extra/CHttpHandler.ashx?id=59555&p=0

Payment of Contribution secured in a Planning Obligation

3.73 As a County Council we get many payments every day for all sorts of services and

information requests, as well as payments to satisfy planning obligations. A significant

number of these payments (which can involve large amounts of money) are paid to the

County Council without any reference to the development, the developer or what the

payment is actually for and this can cause financial management and audit challenges.

In order to make our service more efficient, we require a minimum amount of information

to be supplied with any payment. We would ask you to supply this information otherwise

there is a danger that your payment may not be accepted, delaying your development

and possibly putting you in breach of your planning obligation.

3.74 All payments should be addressed to :-

Highways Development Management, Gloucestershire County Council, Shire Hall,

Westgate Street, Gloucester, GL1 2TH

Please clearly quote the following information:-

Legal reference for which the payment is made;

Planning application reference for which the payment is made;

Date of the Agreement that the payment is made for;

Parties to the Agreement;

Description of Development;

Reason for payment i.e. does this payment relate to a specific obligation;

If the payment relates to more than one obligation then state all obligations that this

relates to;

State whether the payment includes any indexation;

http://www.gloucestershire.gov.uk/extra/CHttpHandler.ashx?id=59555&p=0



State if the payment includes any interest.

3.75 In the event that you are making a BACS Transfer then please email the above

information to :-

[email protected] and please state that a transfer is about to arrive. You

will also need to copy in [email protected]

Bonding of Planning Obligations

3.76 The Council requires the provision of third party bonding to guarantee the performance

of planning obligations made pursuant to section 106 of the Town and Country Planning

Act 1990, as set out within the Council’s policy on Bonding (see Planning Obligation

(sc106) Bonding Policy set out in Appendix H). This Bonding Policy is currently being

reviewed.

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

as set out in the Sc106 Agreement (due to insolvency, liquidation or refusal to pay),

sufficient funds are immediately paid by the bondsman so that the Council can address

the lack of performance.

3.78 Alternatively, the Council will accept a cash sum to perform the same function. This is

returned together with interest if the Developer’s obligations are performed satisfactorily.

3.79 It is the Council's current policy that the Bond is entered into (or the cash sum deposited

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

3.80 If no bonding is put in place to protect the Council from the risk that a developer does not

fulfil their planning obligations at the time agreed (or indeed at all), then in a situation of

the developer defaulting the Council would only have recourse to the statutory remedies

within Section 106 of the Town and Country Planning Act 1990.

3.81 The Council will, however, consider requests to move away from this policy provided that

sufficient and robust evidence can be produced to satisfy the Council's Finance Manager

that the risk to the Council is sufficiently reduced so that bonding does not need to be

put in place at the date of the obligation.

Bonding of Highway Works

3.82 The Council requires the provision of third party bonding to guarantee the delivery of

highway works to an appropriate standard acceptable for adoption as part of the public

highway secured under section 106 of the Town and Country Planning Act 1990, section

278 of the Highways Act 1980, section 111 of the Local Government Act 1972, section

mailto:[email protected]




38 of the Highways Act 1980, section 251 of the Highways Act 1980 and section 1 of the

Localism Government Act 2011.

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

as set out in the Highway Works or Dedication Agreement (due to insolvency, liquidation

or refusal to pay), sufficient funds are immediately paid by the bondsman so that the

Council can make the highway safe for public use.

3.83 Alternatively, the Council will accept a cash sum to perform the same function. This is

returned together with interest if the highway scheme is delivered satisfactorily.

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

Council) at the time the Highway Works or Dedication Agreement is completed. No

works will be permitted on the public highway until the Highway Works Agreement

has been completed and the pre-commencement requirements contained within

the Agreement satisfied.

3.85 For an Agreement authorising works on the public highway, the bond value will be the

value of the works plus Optimism Bias calculated as set out below.

3.86 For a Dedication Agreement the bond value will be 50% of the value of the works plus

32% of the bond value to cover possible administration and supervision costs.

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

3.87 Transport projects are inherently risky due to the long planning horizon and complex

interfaces. Often the project scope or ambition level will change significantly during

project development and implementation. Changes may be due to uncertainty at the

early project stages on the level of ambition, the exact corridor, the technical standards,

project interfaces and geotechnical conditions, etc. Hence, a certain degree of budget

uncertainty exists which will typically be reduced through the project cycle.

This complexity should not be a surprise to the experienced planner as the occurrence of a certain number of unplanned events is the norm rather than the exception in transport infrastructure projects.

The Council adopted optimism bias uplift has been based on the default uplift values in the Department for Transport TAG UNIT A1.2 Scheme Costs Guidance dated January 2014. The Optimism Bias will be applied to all contributions towards highway schemes and when calculating the value of highway works bonds



Gloucestershire County Council adopted Optimism Bias Levels

Scheme Stage Optimism Bias Uplift

1 – Not technically approved 44%

2 - Technically approved* 3%

It should be noted that Optimism Bias does not replace a contingency allowance and a minimum

10% contingency should be added to any works valuations before Optimism Bias is added.

*Technically approved includes confirmation from all relevant effected utility companies that a

scheme of protection / diversion has been agreed.

Appeals

3.88 In the event that the LPA has refused planning permission on the advice of the Council,

and the Developer has chosen to appeal against the decision it is likely that the Council

will be asked to submit further evidence to the Planning Inspectorate to support its

recommendation.

3.89 Although most appeals are against refusal of planning permission, similar procedures

apply in terms of other planning appeals, such as those against the imposition of a

condition, or the failure of the LPA to determine a planning application within the

statutory period. There can also be appeals against the refusal to grant advertisement

consent, and the disapproval of details required by condition.

3.90 The LPA will sometimes ask the Council to support them in taking enforcement action

against unauthorised development. In such cases any Enforcement Notice subsequently

served may contain reasons relating to highway matters and, in the event of an appeal

against the Notice, the Council will probably be asked (or may simply choose) to submit

evidence.

3.91 Planning applications can sometimes be 'called-in' by the Secretary of State and in those

cases the Council may have to submit evidence setting out its position.

3.92 Further information on the procedures relevant to all of these types of appeal is best

obtained from the Planning Inspectorate's website, and/or the relevant Local Planning

Authority, and/or other Government websites such as the 'Planning Portal'.

3.93 In essence, and depending on the complexity of issues, an appeal can be dealt with by

either:-

1) Written representations - this involves the parties submitting representations in

writing to the Planning Inspectorate, and the appointed Inspector will then carry out a



site inspection and should take account of those representations before coming to a

decision;

2) Hearing - this also requires the submission of representations in writing but an

informal hearing will be arranged for the main parties, and other interested persons,

to discuss the issues prior to the appointed Inspector making a decision at a later

date;

3) Public inquiry - this requires the submission of evidence by the main parties, and

subsequent cross-examination of witnesses in a formal publicly accessible setting,

prior to the appointed Inspector making a decision at a later date.

3.94 Although the relevant guidance advocates negotiations between the main parties, this

can be difficult after an appeal has been lodged because of the threat of an application

being made for costs. It is far preferable for an applicant to remedy any deficiencies by

either amending a proposal or submitting another application, before resorting to an

appeal. However, applicants need to accept that some highway objections may not be

capable of resolution through amendments to a proposal. If there is scope for

negotiation in that the Council's objections are capable of being overcome in advance of

an appeal hearing or inquiry, the Council will expect a written assurance that the

appellant will not apply for costs regardless of the outcome of those negotiations.

3.95 Recent changes to the legislation have increased the potential for other parties to an

appeal, in addition to the appellant and the LPA, to make an application for costs. In

order to recoup expenditure, the Council will seek to recover costs in those situations

where the Council is of the opinion that the appeal process has been used unfairly or the

Council had to be involved because the applicant has not resolved matters that could

easily have been dealt with prior to determination of the application and/or lodging of the

appeal.

3.96 Examples of unreasonable behaviour where the Council would make such an application

are the lodging of an appeal where the development is clearly so contrary to

Development Plan (and other material consideration) that there is little chance of

success, or an appeal being withdrawn when another party has already prepared

evidence.

3.97 The decision to lodge an appeal should not be taken lightly, and the process used can

have a considerable effect on the costs incurred. For example, a public inquiry requires

more resources in terms of preparation of evidence, attendance at the inquiry, and the

need for legal representations. Whilst the Council fully endorses an applicant's right to

appeal, this can be done in a way that limits the cost to the authorities.

3.98 Procedural guidance is contained on the Planning Inspectorate website.



Stage 5: Implementation

Detailed Design, Technical Approval, Construction and Adoption

3.99 Where the Council considers that the carrying out of highway works on the existing

public highway are appropriate the Council will require a Highway Works Agreement to

have been entered into, Technical Approval to have been issued and its administration

and inspection fees to have been paid, prior to the commencement of construction. It is

unlawful to undertake works on the public highway without the permission of the Council.

3.100 Where new streets are being constructed, the Council consider is desirable that a

Dedication Agreement is first entered into, then Technical Approval to have been

issued and its administration and inspection fees to have been paid, prior to the

commencement of development. If a developer (or their contractor) starts works prior to

technical approval being issued or inspections commencing, then the Council may

require additional material testing and core samples to be taken, at the Developer’s

expense, to ensure the road has been construction to a suitable standard. Without

technical approval, the developer risks constructing a road that is not to an adoptable

standard and having to replace this infrastructure before the Council will adopt it as

public highway.

Making an Application an Agreement

3.101 To apply for an Agreement the Developer must make a submission to the Council that

includes the following.

• A completed application form and legal undertaking for a legal agreement

(see Appendix I of this document);

• 1 copy of the location plan;

• 1 copy of the legal agreement plan/s coloured in accordance with the GCC key;

• A cheque (see paragraph 3.6.9); and

• Copy of the planning permission notice.



Making a Submission for Technical Approval

3.102 In order to obtain Technical Approval the Developer must make a submission to the

Council that includes the following documents.

• 1 copy of the location plan;

• 1 copy of the detailed engineering layout (with all dimensions annotated);

• 1 copy of the longitudinal sections;

• 1 copy of the highway construction details drawings;

• 1 copy of the drainage layout plan and manhole schedule;

• 1 copy of the drainage construction drawing;

• 1 copy of the Stage 1/2 Road Safety including a Designers Response and an

Exception Report, if necessary (see Appendix F);

• 1 copy of the Non Motorised Users Context Report and Detailed Design

Audit;

• Copy of the planning permission notice;

• Evidence that the Water Authority are prepared to enter into a Section 104

Agreement for the surface water and foul sewers;

• 1 copy of the street lighting scheme and specification (see Chapter 10 and

Appendix P)

3.103 If applicable the following information should also be provided:-

• Details of any Traffic Regulation Orders that will be required

• Highway drainage details including calculations and drainage catchment plans

• Copies of Approval in Principle document or Design/Check Certificate for

highway structures

• Detail plans of any roundabouts with contours; • Layout plan showing traffic signs and road markings along with traffic sign

schedules and sign details; • Traffic signal design and details.

3.104 All information contained in the Submission for Technical Approval must be in electronic

format, with all plans and drawings being in PDF and DWG formats. Failure to submit

documentation in this format could result in delays in the submission being reviewed by

the Council. If requested paper copies of the plans and documents must also be

provided.

3.105 A more comprehensive list of the Council's requirements for a submission for technical

approval can be found in its document entitled Highway Agreement Submission

Package for Technical Approval, details of which appear in Appendix I.

3.106 If the developer fails to provide adequate and essential information then their submission

will be rejected incurring delays in the issue of technical approval.



3.107 In addition to the above information, the developer must also include a cheque made

payable to ‘Gloucestershire County Council’. This is a non-refundable deposit that will be

deducted from the total administration and inspection fees, which are requested at a

later date. This money is required to offset the costs to the Council of carrying out the

initial assessment of the submitted information. The amount of deposit required is

outlined in Appendix J.

Issuing Technical Approval

3.108 Once the Council has received a complete submission it will then be allocated to a case

officer within the Development Management Team. The Council’s consultants will

undertake a detailed design review of the submission to ensure that submitted details

are in accordance with MfGS and other relevant design guidance including MfS and/or

the Design Manual for Roads and Bridges where applicable.

3.109 The Council will aim to respond to an initial technical submission within 36 days of

receipt and to any subsequent submission with 28 days of receipt. An email will detail

any required amendments or confirm that the submission is satisfactory. If following the

submission of amended plans, and subsequent design checks, further amendments are

considered necessary, further fees will be sought to cover the cost of each additional

check. If the Developer considers that such fees are not justified, then they should

present their case to the HDM Team and a relaxation of fees will be considered.

However, no works would be carried out on the technical approval work until these

discussions had been completed and any additional fees paid.

3.110 When the details are satisfactory and can be approved, an e-mail will be sent to the

Developer requesting final drawings for approval and payment of the Council's remaining

administration and inspection fees, calculated in accordance with Appendix J. If the

Developer consider that Inspection fees should be deferred (in the event that works are

not due to commence on site for a number of years), then they should present their case

to the HDM Team. No works subject to the agreement should commence prior to

Inspection fees being paid to the Council.

3.111 Upon receipt of the fees and drawings, the drawings will then be stamped 'approved'

and one set will be returned to the developer along with the letter of technical approval

and schedule of approved drawings. Copies of these documents will be forwarded to

both the Development Management Inspector and the Council’s Street Lighting Team

with an instruction for them to commence inspections of the site.



After Obtaining Technical Approval

3.112 If the Developer wishes to revise the approved design, after technical approval has been

issued, and the amendment will affect any part of the existing or potentially adoptable

highway, then copies of the revised drawing should be submitted to the Council for

approval.

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

3.114 If the Developer will be placing or amending any apparatus (for example sewers) within

the existing highway then a Section 50 Licence will need to be obtained.

Road Safety Audits

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

guidelines (see Appendix F of this document).

Non Motorised Users Context Reports and Audit

3.116 The Council will require NMU Context Reports and Audit to be undertaken in accordance

with the national guidelines set out in the Design Manual for Roads and Bridges.

Stage 6: Monitoring 3.117 Where a Travel Plan is required as part of the development, it is expected that this will

include surveys of residents or other occupiers of the development concerned to enable

feedback on the good and bad points of a development to be identified, informing future

reviews of MfGS by providing a robust evidence base.

3.118 For some new developments, the installation of Automatic Traffic Count (ATC) sites

might be required as part of the Monitoring Strategy for the Site Travel Plan. Where

required, an ATC site should be installed to the specification set by the Council, and it is

recommended that early contact is made with the Council’s Transport Monitoring Team

prior to the construction of new or improved roads to ensure that issues such as the

location of the ATC, associated power supply and phone connections for the passage of

collected data, the location of ancillary equipment such as cabinets, and the provision of

safe parking for maintenance vehicles are all taken into account during the design

process.

3.119 As a minimum standard, Gloucestershire County Council would look to commission

either mains or solar powered equipment in order to minimise the need for battery

changes, also GPRS enabled equipment which permits remote traffic data transmission

to Gloucestershire’s web-hosted traffic database. Inductive loops would be cut in the

road surface to continuously monitor directional traffic volumes per lane, vehicle speeds,

and also to discriminate between different vehicle types where required. The exact



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

Equalities Act 2010). Paragraph 6.3.3 of MfS1 states, "A street design which

accommodates the needs of children and disabled people is likely to suit most, if

not all, user types". Thus, if a street is designed to cater for those with mobility

impairments, it is also likely to be suitable for all other pedestrians, including those

pushing prams. However, some measures designed to assist those with mobility

impairments can also be visually intrusive and can be a problem for cyclists and able-

bodied pedestrians. Clearly a balance needs to be struck between designing for the

disabled, complying with the requirements of disability legislation and creating

environments that are visually pleasant and easy to negotiate for all. This approach of

compromise is reiterated in Inclusive Mobility.

5.3 MfS1 also reminds practitioners that pedestrians do not just use streets with a high place

function for movement, but also for socialising, resting, playing, and other activities.

There are many needs to fulfil in good design, and it is important that the many functions

of a street are given due consideration. A monotonous standard footway width is

unlikely to fulfil that requirement, and disabled people and the elderly may be deterred

from using a street if there are not places to sit at convenient intervals and locations.



The inclusion of design features to cater for non-motorised users, including the disabled,

can only add to the sense of place, prevent motor vehicles from dominating, and

encourage journeys on foot.

Crime Prevention

The following passage was written in consultation with the Crime Prevention

Design Advisor (CPDA), Gloucestershire Constabulary. This section provides

additional information, for designers, building on Section 4.6 of MfS1.

The Crime and Disorder Act (CDA) 1998

5.4 Sections 5-7 & 17 of the CDA requires local authorities and the police, in conjunction

with other agencies and the community, to work together at district level to develop and

implement strategies for reducing crime and disorder in the area.

5.5 Two of the most common forms of crime are burglaries from private dwellings and

vehicle crime. These types of crime can be reduced or at least discouraged if the design

and layout of new developments has crime prevention incorporated into its design

criteria.

5.6 Source documents of this section include Planning Policy Statement 1, Planning Policy

Statement 3, Safer Places - the planning system and crime prevention, Manual for

Streets, Code for Sustainable Homes and the ‘Secured by Design’ design guides.

Additionally the Park Mark initiative is available from Gloucestershire Constabulary.

Crime Prevention through Environmental Design:

5.7 The purpose of this guidance is to reduce the incidence of all forms of theft, vandalism,

anti social behaviour and assaults. This is achieved by using design principles

established through the Crime Prevention through Environmental Design (CPTED), an

avenue of research and techniques which provides the basis for Secured by Design

(SBD). The main objectives work to reduce the opportunity for crime and provide the

private or commercial residents with control over their environment.

5.8 The basic principles detailed in the above documents are intended to be a starting point,

yet the experience of Gloucestershire Constabulary’s CPDAs can assist in creating

designs which are sensitive to the site and the development design.

5.9 The concept of CPTED can be applied to commercial as well as residential

developments. Although not a mandatory requirement, its use is encouraged by both the

Council and Gloucestershire Constabulary as part of the Gloucestershire County

Community Safety Strategy.

5.10 One of the designer’s tools in creating safer environments is the effective use of natural

surveillance. This concept enables people to overlook their area, creating a feeling of

ownership and instilling vulnerability within the intruder as they enter these areas.



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 acute.

Supporting Physical Activity

5.33 Promoting active lifestyles can help us address some of the important health challenges

facing the UK today. Increasing physical activity has the potential to improve the physical

and mental health of the nation, reduce all-cause mortality and improve life expectancy.

It can also save money by significantly easing the burden of chronic disease on health

and social care services and on the economy. Increasing cycling and walking will reduce

transport costs, save money for the Government and individuals, improve air quality,

contribute to meeting mandatory Climate Change targets and help the environment.

More use of active travel can reduce traffic, congestion and pollution, improving the

health of communities

5.34 The Gloucestershire NHS Health Community have produced an Active Planning Toolkit

which offers practical advice for planners, developers, and all those concerned with

public health and with the built and natural environment. It aims to be a straightforward

and practical guide to help inform spatial planning and transport policy so as to promote

physical activity. It is based on NICE guidelines in this area. NICE is internationally

recognised for the way in which it develops recommendations, a rigorous process using

the best available evidence.

5.35 The key features of new development that promote physical activity are:-

A mixture of different types of uses, for example housing, shops,employment, leisure, within walking and cycling distance;

A range of everyday services and facilities within walking and cyclingdistance. These are often ideally located close to town or local centres;

Connected street patterns, with short trip distances between commondestinations;

Residential streets that are not heavily trafficked;

Areas that are attractive and easy to find your way around; and

Residential areas designed to give priority to the needs of pedestrians,cyclists and children.



5.36 Developments should provide a comprehensive network of foot and cycle paths that are:

Connected – provide a comprehensive linked network that connects with where people want to go – shops, homes, open space, public transport;

Convivial – pleasant to use, with scope for nteraction with other users. Well lit and overlooked by houses, shops or places where people are around, not isolated;

Conspicuous – providing clear legible routes;

Comfortable – good quality well maintained street and landscape design, and protection from the intrusion of vehicular traffic. Provide seats and rest points for pedestrians (particularly important for elderly people). Avoid clutter;

Convenient – Priority given to providing direct routes for those on foot or bike, rather than vehicles i.e. connect the streets for walkers and cyclists and design and manage junctions to give them priority.

5.37 The Toolkit can be found at:- http://www.gloucestershireccg.nhs.uk/about-us/publications/

Street Character Types

5.38 A number of street character types have been defined based primarily on those listed at

paragraph 4.7.2 of MfS1. However, whereas the main focus of MfS is on the creation of

new residential streets, the purpose of MfGS is to cover all transport and highway issues

that might relate to new development and so all highways that are maintainable at public

expense need to be considered.

5.39 In Gloucestershire there are motorways and Trunk Roads that fall within the jurisdiction

of the Highways Agency, other highways where the 'movement' of traffic is the primary

function, and highways that are restricted to specific types of users (for example, public

footpaths and bridleways). There are also highways that have to cater for larger

vehicles, such as buses and goods vehicles, and highways that although not intended to

be adopted and maintained at public expense can have implications for the public

highway and certainly need to be assessed in design terms.

5.40 For the purposes of MfGS, the streets and other highways can be summarised as set

out in Table 5.1 below:-

http://www.gloucestershireccg.nhs.uk/about-us/publications/



Table 5.1 - Highway Types

Highway Types

Streets

High Street (see Table 5.2)

Boulevard (see Table 5.3)

Square (see Table 5.4)

Street (see Table 5.5)

Shared Surface Street (see Table 5.6)

Cul-de-sac (see Table 5.7)

Private streets (see paragraphs 5.43 and 5.44)

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

Cycle Tracks (see Gloucestershire County Council’s Cycle

Facility Guidelines)

Footways (see Footways and Footpaths)

Footpaths (see Footways and Footpaths)

Parking Bays (see Parking Strategy)

5.41 Further details of the criteria that the Council would expect to be followed in terms of

proposals incorporating any of those street character types is set out on the following

pages together with a photograph giving a typical example and an indicative 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 (27m on bus routes)

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 (24m on bus routes)

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



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


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


Horizontal Curve Radius To be determined by swept path analysis of vehicles

likely to use the proposed street




Junction Radii To be determined by swept path analysis of vehicles






To be determined by swept path analysis of vehicles




Table 5.3



Square




Carriageway Width 6.5m minimum (6.75m if a bus route) Subject


Footways 2m wide all sides


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.















Table 5.4



Street




Carriageway Width 5.5m minimum (6.75m if a bus route) Subject
























Table 5.5



Shared Surface Street

Target Traffic Speed 24kph [15mph] (see LTN 1/11)



Highway Width Generally 4.8m (see on street parking requirement below)

(6.75m if a bus route) but subject to swept path analysis

to determine the need of over-run areas on bends.

Localised narrowings to a minimum of 3.7m over short

distances on straight sections may be acceptable but

will be subject to the provision of an unobstructed

pedestrian corridor

Pedestrian corridor 2m minimum continuous and unobstructed.



and 2.4m wide. To be provided in addition to the Highway

Width and amount to be determined subject

to local requirements




Vertical Curve Lengths 30m













Table 5.6



Cul-de-Sac




Carriageway Width 4.8m minimum. (6.75m if a bus route) Subject to swept path analysis










Vertical Curve Lengths 30m minimum













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

5.42 Bus routes should be agreed with the Council. High Streets, Boulevards, Squares,

Residential Streets and culs-de-sac are generally better suited to accommodate bus

routes. Shared Surface Streets would introduce certain safety concerns that would to be

addressed at an early stage. The minimum carriageway width for a bus routes is 6.75m,

but localised widening may be required, for example on bends or where on-street

parking can be expected. A swept path analysis will be required to demonstrate that

buses can pass each other.

Private Streets

5.43 Private streets should conform to the relevant design criteria set out in Tables 5.2 to 5.7

above.

5.44 A Private Street Agreement will be required to allow for a exemption to be given to the

application of the Advanced Payment Code and ensure that that residents are unlikely to

require the County Council to adopt the street in the future.

Road Character Types

5.45 In general terms, development that involves roads with a low place function/high

movement function will be outside some or all of the principles contained within MfS

(dependent on Local Context), and so will utilise the guidance contained within DMRB.

However, due to DMRB being written primarily for use when looking at Trunk Roads,

those standards may be excessive for use in the design of industrial estate roads,

particularly in built-up areas where vehicle speeds are relatively low.

5.46 Industrial estate roads must be designed specifically to cater for use by large

commercial vehicles. Mixed use developments, or commercial developments with a

high proportion of light goods and/or car movements, should be designed in accordance

with MfS or DMRB as appropriate. Particular attention will be paid to the following points

when assessing industrial development proposals:

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.

5.47 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

5.48 Adoption may not be required for small pockets of light industrial units and/or nursery

units served by an enclosed courtyard type layout. However, the following points apply:-

Design Parameters

Entrance radii 7.5 - 15 [see Note 1 below]

Access Width 6.1m

Entrance Gates 10-15m back from carriageway edge

Gradient 5% [1:20] max

Visibility x – 2.4m

y - refer to MfS2 and dependent upon Target

Speed

Table 5.8

NOTE 1: Depending on the type of site development and the form and frequency of traffic

movement.

For developments fronting Major Industrial Access Roads and most Industrial

Access Roads, on site HGV manoeuvring facilities must be provided.

Loading areas away from the highway are required.



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


‘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

Visibility requirement calculated using a reaction time of 1.5 seconds and a deceleration rate of 3.68m/s.



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

Visibility requirement calculated using a reaction time of 1.5 seconds and a deceleration rate of 3.68m/s.



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.

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



6.7 When considering landscape designs it is important to ensure that all planting is

sustainable in the long term. This can be achieved by ensuring the provision of:

Healthy growing conditions;

Enough space for new planting to grow to maturity;

Appropriate species in keeping with the local area and its function;

6.8 The choice and selection of plant material should be in keeping with the environment in

which it is to be placed, i.e. native material should dominate in rural schemes and mixed

to more ornamental may be used in urban areas.

6.9 The existing landscape features on and off site should be identified and incorporated

where appropriate into the scheme. During construction the protection of existing

landscape features, such as trees and hedges is essential. BS 5837: Trees in Relation

to Construction: 2005 provides detailed guidance on the protection of trees on

development sites and in the highway.

6.10 It is essential that a suitably qualified arboriculturist is consulted for professional advice

on all landscaping matters relating to trees in new development.

6.11 All highway landscaping should be designed to integrate with the proposed streetscape,

including the retention wherever possible of existing trees.

6.12 To increase the probability of trees growing to maturity, trench planting, irrigation pipes

and urban tree soils should be strongly considered.

6.13 It is also important that landscape design in, or adjacent to, the highway takes into

account any potential impact on the construction of carriageway, footway, structures or

subterranean services (for example highway drainage).

6.14 A tree’s demand for water can drastically alter the surrounding soil conditions. The

effects of soil heave and shrinking can have a dramatic effect on the integrity of footways

and carriageways and must be considered when designing a planting scheme.

6.15 Pedestrian routes and sight lines should not be obstructed by planting. Whilst it is

generally necessary to maintain driver sightlines, Manual for Streets Section 11.3.4 does

allow for vegetation to be used to limit excessive forward visibility to limit traffic speeds.

In this situation slow growing tree species with narrow trunks and canopies above 2

metres should be considered.

6.16 When trees are to be located adjacent to footways, the species should be selected so

that they do not spread and reduce pedestrian space below the minimum dimensions for

width and headroom, as outlined in DMRB Volume 6, Section 3, Part 5, Chapters 7 & 8.

Low hanging branches and overgrown shrubs, that create a trip hazard, are especially

dangerous for blind or partially sighted people.



6.17 In general, it is expected that the design of landscaping within the highway will be

compliant with the landscaping policies set out by the relevant Local Planning Authority.

This section is intended to set out the general principles in relation to landscaping within

the highway boundary, and further detailed guidance on planting within the highway can

be found at Chapter 13.

Conservation Areas

6.18 Gloucestershire has a wide range of towns and villages with a variety of local

characteristics in relation to building types, materials used, and general layout of streets.

It is recognised that the design and layout of new development needs to reflect this

variety, and that whilst in Asset Management terms it may be desirable, and more cost

effective, to restrict the design and use of materials to a limited palette there will be

locations where the need to fit in with the local characteristics takes priority.

6.19 This will particularly be the case in locations that lie within designated Conservation

Areas, or where a development might affect the setting of buildings of historic

importance. In these cases, the Council will consider the use of more specific materials

that are better suited to the particular setting. The Enhanced Materials Policy, included in

Appendix O, should be referred to in this respect, as this contains the approved

materials for use in various parts of the County.

6.20 It should be noted that where enhanced materials are specified, the Council will require

the Developer to pay a commuted sum to reflect the additional maintenance costs that

will be incurred by the Council as a result of such use. The Enhanced Materials Policy

includes details of the methodology for calculating the appropriate commuted sum.

6.21 The District Councils will hold details of where Conservation Areas or other locally

important designations are in place, and Developers should refer to the website of the

relevant District Council when considering whether the use of enhanced materials or

other specific design considerations should be reviewed. Where consideration is being

given to the use of enhanced materials or other specific design features, then early

discussion with the Council’s HDM Team is recommended.

Areas of Outstanding Natural Beauty

6.22 Gloucestershire is a rural County, and contains a wide range of different landscape

types, from the rolling hills of the Cotswolds to the woodland of the Forest of Dean.

Again, it is recognised that within rural areas that have a specific landscape value,

whether as part of one of Gloucestershire’s designated Areas of Outstanding Natural

Beauty (AONB), or as a landscape area of more local significance, then the use of

enhanced materials or other design features might be appropriate. Once more, early

discussion with the Council’s HDM Team is recommended if the Developer considers

that enhanced materials or other specific design features may apply due to the local

characteristics of a site.



6.23 There are three AONB within Gloucestershire, these being:

Cotswolds – the largest AONB by area, covering the majority of the Cotswold

District and areas within Stroud and Tewkesbury Districts as well as adjoining

Counties. Cotswold AONB has developed a range of guidance on specific

issues, including transport and highways maintenance. Whilst such guidance

has no formal status, Developers are recommended to review the appropriate

guidance if their site lies within the AONB boundary.

Malvern Hills – predominantly within Worcestershire, a small part of Northern

Gloucestershire lies within the AONB. The Malvern Hills AONB has again

produced guidance on a range of issues includes transport, and Developers are

recommended to refer to this if their development lies within the AONB boundary.

Wye Valley – this AONB straddles the boundary between the Forest of Dean and

Monmouthshire. Once more, it is recommended that Developers review any

local guidance published by the AONB Board if their site lies within the AONB.

Waste and Recycling collection activities

6.24 Space must be provided for the individual receptacles to be presented for collection at

the kerbside; footways must be wide enough to place the receptacles on, without

obstructing pedestrians or motorists.

6.25 New streets need to be designed to accommodate 26 tonne refuse collection vehicle,

assuming that residents’ parked cars are in situ. Particular attention needs to be paid to

any areas of road networks which might become an overflow parking area for

resident/visitor cars, as this may negatively impact on the waste collection teams gaining

the necessary access - particularly early in the morning. Suitable turning areas should

be provided for collections vehicles at the heads of cul-de-sacs to minimise the need and

distance for collections vehicles to reverse.

6.26 Crews should not have to drag individual bins longer than a distance of 10m from their

point of presentation to the vehicle, therefore consideration should be given to the likely

point of presentation compared to the likely position of the vehicle.

6.27 With developments of a large number of properties, it is likely that some houses would

start to be occupied before the roads had been finished or adopted. The Waste

Collection Company will therefore require indemnity to undertake collections using the

road network and temporary surface during this period, and may only agree to do so

should the access/ingress be considered safe for the collection vehicle and crew (for

example issues relating to raised or exposed drains which are a trip hazard or could

damage vehicles, overly high kerbstones where the proper road surface has not been

laid, inability to turn the vehicle because only part of the road is built and the rest

remains blocked off as a building site).



6.28 Refuse and recycling receptacles must be stored off the highway between collection

days, therefore adequate storage must be available for households to be able to achieve

this.

Refuse bin allowance – individual properties

6.29 Each property is entitled to a refuse bin. If individual properties are to have their own bin,

the householder must present the bin at the kerbside for collection (and must remove it

themselves after collection).

Recycling allowance – individual properties

6.30 Each property may be provided with a recycling box, an outdoor kitchen caddy, and an

indoor kitchen caddy. Residents may request additional containers. Again residents with

their own receptacles must present these at the kerbside for collection.

6.31 Residents may also opt to join the garden waste service, and should they choose to do

so will be provided with an appropriate bin for the garden waste.

Refuse bin allowance – where communal bins are to be provided

6.32 If communal bins are provided, the size and number will be dependant on a number of

factors, including the number of properties the bins are to serve and the space available

to store the bins.

Example one – a block of 4 apartments - 2 x 360 litre bins (equivalent to 4 x 180

litres).

Example two – a block of 12 apartments - 2 x 1100 litre bins (equivalent to just

over 12 x 180 litres).

Example three – a block of 8 apartments - 1 x 1100 litre bin and 1 x 360 litre bin

Recycling bins - where communal bins are to be provided

6.33 Communal areas are provided with a recycling bin set, one set is provided per bin shed /

bin area. The recycling bin set may consists of several bins, for plastic bottles and cans,

paper, glass and food waste. Should the residents need additional bins these can be

provided. It is unusual for a communal area to need more than 2 additional bins.

Communal bin sheds / bin areas

6.34 When siting bin sheds / areas, consideration must be given to how close the vehicle can

get to the bin shed. The large bins require a two-man collection and they should not be

expected to move these any significant distance. There must not be any steps or kerbs

between the bin shed / bin area and the point at which the bin will be loaded onto the

vehicle



6.35 Bin shed / bin area doors must be wide enough to allow easy ingress/access for the

largest size bin (1100 litre). Best practice allows for a separate pedestrian access to the

bin shed for the residents. This access is narrower than the width of the bins so that

residents cannot remove the bins from the bin shed for their own individual use and the

bins cannot be re-sited by residents to a point from which they cannot or will not be

emptied.

6.36 Bin sheds must be large enough to allow the easy movement of bins for emptying – for

example, planning the shed / area so that the bins are placed in front of each other with

no room for a person to stand at each end of the bin to turn or manoeuvre it will prevent

the bins from being emptied.

6.37 A latch or floor catch etc should be provided to enable the crew to secure the door in an

open position for the temporary duration of the bin emptying process.

6.38 Consideration should be given to the size of any latches etc and their placement – they

must not present a trip hazard, generally impede the safe access/ingress to the bin shed

or reduce the size of the opening such that there is insufficient width to remove the

largest size bin.

6.39 The height of the bin shed must be sufficient to allow the full opening of the lid of the

largest sized bin whilst it is loaded by the residents.

6.40 The floor of the bin shed and any paths / access areas to the bin shed must be smooth

and free of obstructions (eg benches, shrubs/trees, washing lines, flower beds,

kerbstones, gravel etc). They should be of solid construction, e.g. macadam, concrete,

paving; to prevent bin wheels sinking into soft ground when full.

6.41 Any paths / access areas to the bin shed must be wide enough to accommodate the

wheeling of the largest size of bin with an operative at either end.



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 0mm.

Tactile paving should be provided in accordance with the document Guidance on the

Use of Tactile Paving Surfaces.

7.11 Gullies should not be positioned adjacent to dropped kerbs at pedestrian crossing

points. If this is unavoidable then they should be fitted with pedestrian friendly C250

gratings.

Vehicle Crossovers

7.12 If it is necessary to provide a vehicle crossover, for example to allow access to off street

parking, then the normal cross fall of the footway should be maintained from the back

edging.

7.13 Vehicle crossovers should have suitable dropped kerbs with a maximum upstand of

25mm. They should not be used as pedestrian crossing points.

Drainage

7.14 It is important that footways and footpaths have sufficient drainage to prevent standing

water. They should not allow water run-off onto private land.



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 K.

Design Issues

7.40 The popularity and sustainability of public transport systems relies heavily on the public

perception of personal security, anti-social behaviour and vandalism. The operating

strategy will be affected by incidents affecting staff safety and security, which occur

particularly at night. The design of the overall system and its component parts must take

into account all environmental design issues which will help reduce the opportunity for

crime and anti-social behaviour. These issues are discussed in greater detail in Section

4.3 on Crime Prevention.

7.41 Where Park and Ride car parks are built to support sustainable town and city public

transport systems, then in order to encourage their use the facilities must be to the

minimum required standard of the ACPO approved Park Mark - Safer Parking Scheme

and should include facilities and generally embrace the concepts of ‘Car Parks Are for

People’. Further advice is available from Gloucestershire Constabulary's Crime

Prevention Design Advisors.

Real Time Passenger Information

7.42 Certain bus routes within the County make use of Real Time Passenger Information

systems (RTPI) and where applicable the Developer will need to ensure that bus

shelters on the proposed route have the necessary ability to either have the shelter fitted

with the RPTI equipment from the outset or at a later date. RTPI is a system which

provides waiting passengers with details of when the next bus is due. The Council’s

HDM Team will be able to advise on whether routes serving a proposed development

need to be RTPI compliant. A commuted sum will be required in such instances for the

continued maintenance of the system.

7.43 As part of a Development Travel Plan, consideration should be given to the installation

of RTPI systems within houses or buildings being constructed as part of the

development. Such systems would provide information on bus services to residents,

employees or visitors to a development enabling them to time their journey to the

nearest bus stop based on the available information.

Bus Priority Measures

7.44 Opportunities to provide bus priority measures to improve bus service reliability for

existing and enhanced bus services serving the development should be identified as part

of the Development Travel Plan. Measures could include bus lanes, bus priority

equipment at signal controlled junctions and bus only routes connecting the

development to the local highway network. The potential for such measures should be

discussed with the Council at the earliest possible opportunity.



7.45 Where a Bus Gate is provided, this should be designed so as to deter use by other

vehicles. The Council favours camera enforcement for Bus Gates, and has introduced

such systems at existing Bus Gates within Gloucestershire. The Council favours a

camera system developed by S.E.A. (www.sea.co.uk) using the ROADflow Flexi

equipment. The Council would expect any networks requiring bus only gates to have this

equipment fitted or the payment to the Council of a sum (current at the time of the

agreement) for fitting at a later date. Further information should be sought from the

Council prior to firming up any such proposals.

Rail

7.46 Where a development is adjacent to a railway line or other rail infrastructure (stations,

sidings, freight facilities), then the Developer should consult, at an early stage, with

Network Rail. Contact details and procedures for such consultation can be obtained

from the Network Rail website (www.networkrail.co.uk).

7.47 The Council’s policies for rail are included in the Local Transport Plan

(www.gloucestershire.gov.uk/ltp3) and where a development might lead to additional

demand for rail travel, and schemes are identified within the LTP3 for rail improvements,

then financial contributions may be sought towards the delivery of those schemes.

7.48 Where a development is adjacent to a railway station, consultation should also take

place with the Train Operating Company responsible for managing that station (typically

under a lease arrangement with Network Rail). Within Gloucestershire, all rail stations

are managed by First Great Western, with the exception of Lydney Station which is

managed by Arriva Trains Wales.

Community Transport

7.49 A number of Community Transport schemes operate throughout Gloucestershire,

providing a service to those people without a car and who have limited or no access to

public transport services. In some circumstances, where residential development is

proposed in parts of the County without public transport services, a financial contribution

may be sought towards the support of community transport schemes to ensure that

people living in the development have some access to services regardless of the

availability of a car within the household.

Service Vehicles

7.50 All developments will need to cater for access by service vehicles of varying types,

ranging from refuse collection vehicles to large articulated lorries. The developer should

give consideration to the number and type of service vehicles that will be required to

enter a development, and to make due provision for such access when designing the

road layout. This will largely be dependent on the adoption status of the road under

consideration and whether they would pose an unacceptable hazard.

http://www.sea.co.uk/

http://www.networkrail.co.uk/

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



7.51 Where no provision is made for service vehicles to enter a development then communal

waste collection points should be provided to the satisfaction of the Waste Authority,

whilst the developer will be required to demonstrate to the Council that delivery vehicles

would be able to complete deliveries in a safe and convenient manner.

7.52 If a private access is designed to accommodate service vehicles then the road width will

need to be suitable to accommodate the largest vehicle that can reasonably be

anticipated. If necessary, this can be checked by using swept path analysis, and

account should be taken of any need to pass other vehicles both along the access and

at the nearest junction.

7.53 Whenever a turning area is proposed that may need to accommodate service vehicles,

then vehicle swept path analysis should be carried out utilising, as a minimum, the swept

path for a 3 axle refuse vehicle. The developer should be able to justify the grounds for

using a particular vehicle category when undertaking the swept path analysis.

7.54 Comprehensive guidance on designing layouts to accommodate service vehicles can be

found in Section 6.8 of MfS11.

Emergency Vehicles

7.55 When designing any highway scheme, it is important that consideration is given to the

impact it may have on the ability of the emergency services to respond to incidents and

perform their duties. For this reason, it is essential that a developer consults with the

following persons during the design and planning stages:

Chief Constable of Gloucestershire Constabulary

Chief Fire Officer of Gloucestershire Fire and Rescue

Chief Executive of the South Western Ambulance Service

7.56 In general, developments should be designed to enable access to all parts of the

development by emergency service vehicles, and the use of cul de sac layouts should

be kept to a minimum to facilitate such access.



8 Street Geometry

Street Dimensions

Swept Path Analysis

8.1 All internal estate roads should be tracked using a 3 axle refuse vehicle. The swept path

should be no closer than 500mm from any kerb, vertical structure, tree, or formal parking

space.

8.2 Car parking spaces should be tracked using an estate car (1715 mm width x 4223mm

length).

Carriageway Widening at Bends

8.3 The swept path of vehicles on bends is greater that the width of the vehicle itself. To

enable vehicles to pass, curve widening in accordance with the swept path analysis of

the vehicles likely to use the proposed street is required.

Vertical Alignment

8.4 The vertical alignment of a road must provide the minimum stopping sight distances in

accordance with Manual for Streets.

A visibility envelope shall be measured from a minimum drivers eye height of between

1.05m and 2.0m to an object height of between 0.6m and 2.0m all above the road

surface. It shall be checked in both the vertical and horizontal planes between any two

points.

Vertical Curves

8.5 Vertical curves should be provided at all changes in gradient. To ensure reasonable

standards of comfort at sag curves and to provide the appropriate visibility at crests,

vertical curves should be the greater of either:

i] indicated by the formula L = KA, where L is the curve length in metres, A is the

Algebraic difference in gradients (expressed as a percentage) and K has a

value selected from Table 8.1 or

ii] shown in the fifth column of Table 8.1.



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

*With evidence based justifications relaxations may be permitted

Gradient at Junctions

8.6 The maximum longitudinal gradient on a minor road approach to a junction should not

exceed 5% (1 in 20) for the distance specified in Table 8.2 measured from the nearside

edge of the major carriageway. It should be noted that when the minor road approach to

the junction is downhill rather than uphill a longer distance with a gradient not exceeding

5% is required. This is intended to reduce the risk of vehicles sliding onto the major road

in icy conditions.

Table 8.2 - Maximum Distance for Longitudinal Gradient at 5%

Minor Road Major Road Distance along Minor Road measured from nearside edge of Major Road Carriageway [metres]

Downhill Approach Uphill Approach Residential Road Residential Road 15m 10m

Residential Road Local Distributor 20m 15m

Local Distributor District and Distributor 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

http://www.leics.gov.uk/index/htd/highway_req_development_part9.htm#bs5906

http://www.leics.gov.uk/index/htd/highway_req_development_part9.htm#bldg_regs_fire_safety

http://www.leics.gov.uk/index/htd/highway_req_development_part9.htm#bldg_regs_fire_safety



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 Developer will also need to have in a place a current Public Liability Insurance

Policy providing cover for up to £10m.

Safety Considerations

8.32 The Developer must ensure that any gates that are installed on private land must not

open outwards over the carriageway, footway or verge.

8.33 Surface water from a private paved area must not be allowed to flow out across the

footway or onto the carriageway.

8.34 Vehicles on the access must not obstruct pedestrians.

8.35 Where there is a significant change in gradient directly adjacent to a proposed highway a

1m wide level area shall be provided prior to the change in gradient.

Funding the New Access

8.36 The Developer will need to fund all costs involved in the construction of the access,

there are no grants or loans available from us for such works.

8.37 The Developer will need to pay fees to cover the cost of inspecting the proposed site,

processing the application and inspecting the works whilst they are carried out. Full

details of the current fees are provided within the application pack.



Request an Application Pack

8.38 Applications for new Footway Crossings are dealt with by Amey Highways

Gloucestershire. To request an application pack, or to obtain further information a

Developer should contact Amey Highways Gloucestershire on 08000 514 514.

Turning Areas

8.39 If a private access:

serves more than one dwelling, and; adjoins a class 3 highway with a speed limit greater than 30mph, or adjoins a class

1 or 2 highway,

then a vehicular turning area must be provided that enables a vehicle that are likely to

use the access to leave and enter the highway in a forward gear. If a Developer

proposes not to provide a turning area where the above criteria are met, then early

discussion with the Council’s HDM Team is recommended and the reasoned justification

for the proposal should be supplied. The Council may require a safety audit to be

undertaken on such proposals.

8.40 If an adoptable cul-de-sac is accessed off a Class 1, 2 or 3 highway or is greater in

length than 20m then a vehicular turning area must be provided suitable to

accommodate a large refuse vehicle.

8.41 Where a turning area is required then a tracking assessment should be provided

indicating the largest type of vehicle that will be making a three point turn manoeuvre.

8.42 Paragraph 7.10.2 of Manual for Streets provides further information on designing

vehicular turning areas. See also Figures 8.5 and 8.6 for potentially adoptable turning

heads that cater for some refuse vehicles - you should consult the relevant Local

Authority to establish their requirements for refuse, and recyclables, collection and the

sizes of vehicle used.

8.43 The layout of the development should include measures to make sure that parked

vehicles do not prevent the proper use of any turning areas.



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. 2011 Census data in respect of car ownership is

available for super output areas and this should be the starting point for determining

likely car ownership levels for you development.

Allocated and Unallocated Parking

9.10 The allocation of spaces to individual dwellings can have an adverse impact upon the

efficiency of car parking provision. Allocated parking spaces include any spaces within

the curtilage of a property (e.g. garage or driveway parking) and any spaces in

communal areas where the space is reserved for one particular property.

9.11 On-street spaces upon public highways are always unallocated. However they can be

reserved for a particular purpose such as disabled person’s or residents parking through

the making of relevant Traffic Regulation Orders. The costs associated with making

such Orders will need to be funded by the Developer.

Parking Bays

Adoptable Parking Bays

9.12 Parking bays adjacent to the adoptable highway are the only type of parking area

considered by the Council as adoptable. The number of bays will be dependent upon

the overall parking requirements and layout for the development and the Developer will

need to provide reasoned justification for the proposed provision to the Council’s HDM

Team. The bays should be designed so as to fit well within the development layout, and

consideration should be given to the sub-division of parking bays into smaller clusters

using build outs with hard or soft landscaping.



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.

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



Parking for Heavy Goods Vehicles

9.28 Changes to driver regulations in recent years have placed a greater emphasis upon the

suitable provision of lorry parking facilities. At commercial developments, as well as

designing for the access and manoeuvring of service vehicles, it may be that additional

provision is required for lorries parking for a period of time whilst a driver is, for example,

on a rest break. Increasingly, lorry parking takes place on industrial access roads or in

lay-bys, and to ensure that such parking does not take place in environmentally

unsuitable locations it is important that developments that will generate trips by Heavy

Goods Vehicles make some provision for lorry parking within their design.

9.29 Accordingly, on Industrial (B1(c)/B2 and warehousing/distribution (B8) developments,

appropriate provision should be made for HGV parking as required for the specific

operation of the site. Provision should be assessed on a site-by-site basis, taking into

account the proposed operations at the site and the space required.

9.30 The following factors should be taken into account when designing lorry parking facilities

as part of a development:

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 L set out the design requirements that will be applied to

cycle parking provision. If the Developer proposes to use different standards or designs

for cycle parking, then early contact with the HDM Team is recommended.

9.33 Parking for staff and other long-stay users may need to be different from that for 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.

Visitor Parking

9.48 Whilst there are times, such as evening and weekends, when residents are likely to

receive significant numbers of visitors by cars, this demand can to some degree be

offset by other residents being away at the same time. This balancing effect is most



significant when a high proportion of parking spaces are unallocated and available for

both visitors and residents.

9.49 No special provision needs to be made for visitors when the carriageway is at least 5.5m

wide and where at least half of the parking provision associated with the development is

unallocated.

9.50 In all other circumstances, an additional provision of well designed and legible parking

bays must be provided within the highway at a minimum ratio of 0.2 spaces per dwelling.



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 M) sets the standards and

requirements for the supply, installation and maintenance of traffic signal equipment and

associated minor civil engineering works. The Pack is intended as an aid to developers

helping them to meet the required standards. The Pack is not a design guide in its own

right and should be read in conjunction with this manual and the Design Manual for

Roads and Bridges.

10.9 One of the aims is to ensure that any new type of junction proposed for the installation on

the highway network is the most appropriate type of junction or combinations of junction

type both in the short and long term.

10.10 Developers and their design consultants / contractors are encouraged to contact the

Council’s Network Management and Major Projects Unit or the Development

Management Team to discuss proposals at the earliest possible opportunity, ideally prior

to the submission of any planning application.

Variable Message Signs

10.11 Variable Message Signs (VMS) are often used to inform drivers of traffic conditions, car

parking availability or other useful information that might assist them with their journey.

On the local highway network, three main forms of VMS are currently in use.

10.12 On some approaches to Gloucester City Centre, VMS systems are in place giving driver

information predominantly on car parking availability, although other road safety and

driver information can be displayed. For major city centre development, especially

where new or improved car parking provision is involved, financial contributions may be

sought from the Developer to enable the Council to extend or upgrade this system.

10.13 Mobile VMS, generally mounted on trailers, are often used to provide driver information

at the roadside, generally where major roadworks are taking place. Where a

development requires significant roadworks on the existing highway network, the Council

may require the use of mobile VMS to pass information to drivers in advance of the

works taking place. Such a requirement would be agreed as part of the traffic

management plan for the highway works.

10.14 Vehicle Activated Signs (VAS) are used to tackle local traffic management issues, such

as speeding, by seeking to amend driver behaviour through the use of informative

messages. Where such signs are proposed as part of a development, the type and

location of the signs should be agreed with the HDM Team and Gloucestershire

Highways, and a commuted sum based on inspecting and maintaining the equipment

over 25 years will be required to offset future operational costs associated with the

equipment. Early discussion with the Council’s HDM Team is recommended.



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.

http://www.dft.gov.uk/

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 guardrails

Road Restraint Systems

Bollards

Verge Marker Posts

Grit Bins

Cattle Grids

10.24 Where the need for such street furniture is identified and has been agreed by the

Council, the design should be in accordance with this guidance.

10.25 Pedestrian Guardrails – see Appendix N Detailed Design Guidance to this guidance..

10.26 Road Restraint Systems – see TD 19/06 of the Design Manual for Roads and Bridges

and the Guidance on the use of the Road Restraint Risk Assessment Process (RRRAP)

associated with TD 1906 and the Design & Maintenance Guidance for Local Authority

Roads – Provision of Road Restraint Systems on Local Authority Roads published by

the Department for Transport and the UK Roads Liaison Group.

10.27 Bollards - should be cylindrical, fabricated from passively safe material and provided

with retroreflective materials as recommended in Table NA1 of the National Annex of

BS EN 12899-1:2007 Fixed Vertical Road Signs

Bollards can be a rebound type and should meet the following specification:-

Height above ground level 1005mm

Maximum diameter 220mm

Banding diameter 1 x 63mm and up to 3 x 12mm

Socket depth below ground 350mm



Extended base depth below ground 300mm

Bollards should be installed to the manufacturers’ instructions.

GLASDON Manchester Bollard (or similar)

10.28 Verge Marker Posts – should be manufactured from robust material that will withstand

multiple vehicle impacts and provided with retroreflective materials as recommended in

Table NA1 of the National Annex of BS EN 12899-1:2007 Fixed Vertical Road Signs

Posts should meet the following soecification:-

Height above ground level 905mm

Width 150mm

Depth below ground 405mm (standard fixing)

40mm (advanced fixing)

Posts should be installed to the manufacturers’ instructions



GLASDON Flexmaster Marker Post (or similar)

10.29 GRIT BINS – should be provided in accordance with the Council’s Winter Maintenance

Policy

10.30 CATTLE GRIDS - see TA 57/87 of the Design Manual for Roads and Bridges and the

Guidance

Road ‘Un-Adopted’ Signs

10.31 Once a new road is open so that the public can access it freely, the Developer must

ensure that contact signs are prominently displayed in locations to be agreed with the

Council’s HDM Team, generally where the extent of public highway terminates.



10.32 The signs must be in accordance with the following specification:

Signs shall be 600mm x 600mm

They must feature the developer’s corporate logo

They must contain the following information:

The roads on this development have not been adopted and remain the responsibility of [Developer’s name]. Your initial enquiry should be made to:

Company Name

Address of Local Office

Telephone number/e-mail

Contact Name

Site telephone number/e-mail

Contact name

Tactile Paving Surfaces

10.33 Tactile paving surfaces should be provided in accordance with the DfT’s - Guidance on the use of

tactile paving surfaces.

10.34 Blister tactile paving should be provided at vehicle crossovers accesses serving more than 1

dwelling.



11 Street Furniture and Street Lighting

General

11.1 In almost all cases the Council will require the Developer to provide a system of street

lighting for streets, footpaths and cycle tracks that are to be adopted as public highway.

The street lighting proposals shall include a drawing that indicates the positions of

lighting units, types and specification of columns, types and specification of lanterns,

types of electricity supply, specification and location of any private cable networks

required including electrical equipment.

11.2 All requests from Developers for street lighting design approvals, and inspections must

be submitted in writing to the appropriate Highways Development Management

Development Co-ordinator. The Street Lighting Team will not act on any requests that

are submitted direct from Developers.

Electrical Design

11.3 Where the Developer submits an electrical/street lighting proposal, this submission will

be assessed and technically approved by the Council as part of the highway works

technical approval process.

Technical Approval

11.4 The Developer is to submit a copy of their street lighting / electrical design proposals in

accordance with the technical submission package requirements checklist (see

Appendix P. This drawing must indicate the positions of all proposed lighting units,

illuminated signs, illuminated bollards, private cable networks (if they are applicable),

electrical feeder pillars and detail whether the electrical supplies will be provided by a

DNO (Distribution Network Operator) or IDNO (Independent Distribution Network

Operator). It must also have a key and specification showing the different types of

apparatus proposed. Where there is a necessity to have private cable networks the

drawing must incorporate a schematic diagram for each circuit that indicates the

electrical apparatus (including fuse ratings), isolation points and cable types and sizes.

See Appendix P - Drawing No. Appendix G/01 for an example.

11.5 The technical submission shall include a set of design calculations showing proposed

illumination levels. Where private cable networks are necessary a set of electrical design

calculations in accordance with BS7671 Regulations (IEE) shall be submitted.

11.6 All submissions for approval should be in electronic PDF format, and sent to Highways

Development Management. Once approved, an ‘Approved’ copy will be returned to the

Developer.

11.7 The fee structure in Appendix J – Part 1 covers the costs of the Council to assess two

submissions for technical approval; the initial submission and one subsequent re-

submission. Where the Developer submits an amended electrical and/or street lighting



design for a third time, an additional fee, to that of the original fee, will be charged for

that submission (and each subsequent submission). Refer to Appendix J – Part 2 for

additional submission fees. An hourly charge out rate will be applied (with a minimum of.

three hours charged). A quotation will be provided, which will need to be agreed in

writing and paid by the Developer, prior to additional approval work being carried out.

11.8 Failure to seek approval for the electrical and/or street lighting design will prevent any

part of the proposed highway works obtaining technical approval and could result in

significant delays.

Standards of Service

11.9 Where a Developer has made a technical submission or requested a street

lighting/electrical apparatus inspection the following service standards will apply:-

Response to a technical submission 20 Working Days

Substantial Completion Inspection (each request) 20 Working Days

Completion Inspection (each request) 20 Working Days

Final Inspection (Prior to Adoption) (each request) 20 Working Days

The fee structure in Appendix J – Part 3 cover the costs of the Council to undertake two

inspections per stage (Substantial Completion, Completion and Final). Any additional

inspection will not commence until additional payment has been received in accordance

with Appendix J – Part 4. Failure to pay these fees will result in significant delays to the

issuing of Certificates and could result in a breach of planning conditions.

Siting of Apparatus

11.10 All street lighting and associated cable networks and ancillary apparatus shall only be

installed within the area of development that it is proposed to dedicate as public

highway. It should be positioned so as not to cause any obstruction to highway users, for

example, pedestrians, disabled and parked vehicles.

11.11 Where lighting units are required to illuminate a shared vehicle/pedestrian area, columns

should be installed into an adoptable 1x1m² parcel of land, behind the shared surface

(See Appendix P – Drawing No. Appendix G/02). This should be constructed to match

shared surface and dedicated as public highway.



Apparatus Types

11.12 It is important that the apparatus used on any street lighting installation is of a type that

is aesthetically most suited to the area, whist remaining optically and energy efficient

and easily maintainable.

11.13 Where a Developer requests the use of non-standard ‘Heritage’ or ‘Contemporary’ style

apparatus in an area that is not desgnated as a ‘Conservation Area’, the Council will

require a commuted sum based on inspecting and maintaining the equipment and

eventual replacement.

11.14 The Developer can obtain advice on the process and cost implications for ‘Commuted

Sums’ from the ‘Association of Directors for Environment, Economy, Planning and

Transport’ (ADEPT). ADEPT have published a guidance document on the subject,

entitled ‘Commuted Sums for Maintaining Infrastructure Assets’ that is available through

their website www.cssnet.org.net.

11.15 The Council is currently forming a ‘Carbon Trading Strategy.’ As part of this strategy the

Council are committed to making a reduction in their carbon emissions. To facilitate this

policy the Council has already implemented a number of initiatives and is currently

investigating numerous others, including dimming and LED light sources.

11.16 Developers shall provide an LED light source for all new street lighting installations.

11.17 A Central Management System (CMS) is to be provided within all LED street lights in

Cheltenham and Gloucester. Such systems will allow the Council to centrally manage,

its street lighting asset. Such a system will enable the Council to receive fault reports

remotely, manage lighting levels and monitor energy consumption. Outside these areas

CMS is not required at this time. The Council currently has an infrastructure for its own

CMS provision based on the Telensa system. This is the preferred system for use. See

Appendix P – Drawing No. Appendix G/03 for CMS coverage plan

Design Requirements

11.18 All street lighting design proposals must comply with the current edition of BS5489-1-

:2013 and the lighting classes detailed in Appendix P – Drawing No. Appendix G/04.

Furthermore proposals must take into consideration the recommendations and best

working practices detailed in the various Technical Reports/Guidance published by the

Institution of Lighting Professionals.

11.19 Where there are trees or other obstructions, the Council is likely to require the gaps

between proposed street lighting columns to be reduced. Similarly the need to illuminate

traffic calming measures is also likely to require gaps to be reduced and create the need

for additional lighting units. Failure to show such significant features on the electrical

/street lighting submission for technical approval may result in the need for expensive

relocation of lighting units once they have been erected (at the expense of the

Developer) prior to the issuing of a Substantial Completion Certificate.

http://www.cssnet.org.net/



11.20 Where a development is located beyond the limits of an existing street lighting system it

may be necessary, in the interests of highway safety, for the intervening section to be lit

at the Developer’s expense. Early consultation through Highways Development

Management is essential.

11.21 Where a proposed development involves the construction of a new junction onto an

existing public highway that was previously unlit (or lit to a lower standard than that of

the new development), or where the new junction requires an existing street lighting

column to be re-located, the proposed street lighting scheme for the new development

will need to include the entire new junction, including, where appropriate,

improvement/replacement/relocation of existing equipment on the existing public

highway. The need for these works will be identified in the Council’s response to the

initial submission for technical approval. The categories of lighting in Appendix P –

Drawing No. Appendix G/04 will apply.

11.22 No existing street lighting equipment will be permitted for re-location or re-use without

consent from the Council, through Highways Development Management.

Construction of Street Lighting Works

11.23 The installation of new street lighting apparatus must take into account the need to light

phases within a development that are occupied or require access by residents. There

should not be gaps in the lighting installations between phases of developments. The

Council requires all streets on a new development, between a dwelling and the existing

public highway, to have an approved and working street lighting scheme in place before

that dwelling is first occupied.

11.24 The Developer shall be responsible for the implementation of all work required in the

removal, replacement or re-siting of all existing electrical apparatus made necessary by

the development.

11.25 No existing street lighting shall be switched off, relocated, dismantled or removed

without prior written approval by the Council through Highways Development

Management. This approval shall normally only be granted if the Developer can provide

evidence that arrangements have been made for either immediate installation and

energising of new apparatus or the immediate provision and energising of temporary

lighting.

11.26 Where temporary lighting is installed it must be approved by the Council and provide

illumination to the standard that will be achieved by the permanent street lighting layout.

11.27 Temporary lighting shall not include the use of cross road catenaries’ and shall be

positioned, such that it does not cause glare, distraction or discomfort to any highway

users.



Liaison with Residents

11.28 The Developer should show all proposed positions of lighting units and other

illuminated apparatus (signs, bollards etc) on all layout plans (including sales and

legal/conveyancing literature.) This is in order that prospective residents are aware that

there may be apparatus placed adjacent to, or outside any given plot or property. The

Council will not involve itself in any dispute between the Developer and prospective

resident. The Council may however agree to an alternative position for a lighting unit, or

other item of electrical apparatus. This is only feasible where the Developer is prepared

to bear the full cost of such requests. The Developer will be charged for approval and

inspection fees in accordance with Appendix J.

Inspection of Electrical Apparatus (Substantial Completion Inspection)

11.29 Prior to the issue of the Substantial Completion Certificate, the Developer will submit a

formal request to Highways Development Management (by e-mail or in writing) for an

inspection of all the electrical and lighting apparatus. This inspection will ensure that:-

a). all lighting units, illuminated signs, illuminated bollards and electrical feeder

pillars have been installed in the correct positions according to the approved

drawing;

b). all lighting units, illuminated signs, illuminated bollards and electrical feeder

pillars have been installed to the correct specification including equipment

planting depth;

c). the correct type of ducting and electrical services have been installed; and

d). the street lighting, signs and bollards are operational.

A minimum notice period of twenty working days will be required, to enable

Highways Development Management to arrange these inspections.

11.30 Should it be necessary to undertake more than two inspections before the issuing of the

Substantial Completion Certificate, due to their being remedial works required, there will

be an additional inspection fee payable by the Developer in accordance with Appendix

J – Part 3.

Certificate Inspections Included in Appendix J - Part 1

fees

Substantial Completion Day / Night Inspection (2no. each)

Table 11.1



Inspection of Electrical Apparatus (Completion Inspection)

11.31 Prior to the issue of the Completion Certificate, the Developer will submit a formal

request to Highways Development Management (by e-mail or in writing) for a further

inspection of all the electrical and lighting apparatus. This inspection will ensure that all

lighting units, illuminated signs and illuminated bollards are in good working order and

suitable to go on to maintenance.

A minimum notice period of twenty working days will be required, to enable

Highways Development Management to arrange these inspections.

11.32 Should it be necessary to undertake more than two inspections before the issuing of the

Completion Certificate, due to their being remedial works required, then their will be an

additional inspection fee payable by the Developer in accordance with Appendix J –

Part 3.

Certificate Inspections Included in Appendix J - Part 1

fees

Completion Day / Night Inspection (2no. each)

Table 11.2

Adoption of Apparatus & Final Certificate

11.33 Every item of electrical apparatus and underground cable, upon request a Final

Certificate shall be tested to verify that the requirements of BS 7671 (IEE Wiring

Regulations) have been met. The test results shall be submitted to Highways

Development Management at the time of requesting a Final Certificate, for the works.

Upon completion of the installation and prior to adoption, ‘as built’ drawings shall be

forwarded to Highways Development Management showing the positions and

specification of electrical apparatus, isolation points, fuse sizes, The Council cable

routes, sizes and positions of service cables and details of any other electrical

apparatus. See Appendix P – Drawing No. Appendix G/05 for an example electrical

certificate.

11.34 Where LED equipment has not been specified, prior to issue of the Final Certificate, the

Developer will ensure that all street lighting units, illuminated signs and illuminated

bollards are ’Bulk lamp changed and Cleaned.’ Written evidence is to be provided by the

Developer to Highways Development Management prior to issue of the Final Certificate.

11.35 The following certificates will be required prior to the issue of a Final Certificate:

40 year column guarantee

Electrical Test Certificate



Extended Guarantee Certificate detailing remaining period of guarantee for any of

equipment including luminaires, sign lanterns, and illuminated bollards (see below for

details).

11.36 All maintenance and energy costs will be the responsibility of the Developer until the

Final Certificate has been issued.

11.37 Following issue of the ’Final Certificate’, the Council will assume ownership of all

electrical street furniture within the public highway boundary and therefore all future

maintenance and energy costs.

Dimming

11.38 In order to meet their carbon footprint reduction requirements the Council have a policy

to dim all street lights as follows:

a). Traffic Routes by 50% (by stepping down to a lower wattage) between the

hours of 10pm and 5:30 am using a pre programmable driver. The Council’s

preference is the Xiatanium Ballast Driver. The Developer may specify

alternatives that will be assessed as part of the technical approval process; and

b). Where an LED luminaire is provided in residential areas, pre-programmable

ballast or a CMS system shall be installed, (depending on geographical area)

that dims the light output by 50% between the hours of 12am an 5:30am.

Lantern Apparatus for Street Lights and Illuminated Signs

11.39 All lanterns for street lighting shall be of a type approved by the Council and shall

conform to BS4533, have an aluminium canopy and a minimum overall IP rating of IP66.

They will accommodate post top (76mm) mounting or side entry (34 or 42mm.) Where

LED lanterns are designed to have an individual lens there will not be a requirement for

lantern bowls.

11.40 Where LED light sources are specified, they shall meet with the specification published

by the ILP and the Electrical Association. This document is titled ‘A Guide to the

Specification of LED Lighting Products 2012’. As part of this specification, the Council

will require that the LED meets the requirements of L70 of this document. The

specification submitted must also include the B10 figure for the specific lantern being

used (L70 – B10 is a measure of when 10% of the individual LED’s in a product have

dropped to 70% of initial lumens).

11.41 Lanterns shall be fitted with integral control gear or in the case of LED, a Dali enabled

programmable dimming ballast. The control gear shall be mounted on a tray which shall

be easily removable by a plug and socket arrangement for maintenance or replacement

purposes.



11.42 Where CMS is fitted, the lantern shall come complete with telecell. Where CMS is not

fitted, all lanterns shall have a NEMA socket. See below for details of preferred CMS

system.

11.43 Lanterns for illuminated signs shall comply with the requirements of Chapter 11 and 13

of the Traffic Signs Manual and BS EN 12899 and shall be fixed to the supporting posts

by means of a post top spigot.

11.44 Lanterns for illuminated signs shall be of an LED type (with 3no. 1 Watt LED’s) The

Council currently prefers the Signature ‘Delta’ sign lantern. These must not exceed five

circuit watts

Extended Guarantee

11.45 Any electrical apparatus that has a guarantee period remaining, at the time of adoption,

(Extended Guarantee), shall be transferred to the Council when adopted.

11.46 The Developer shall provide the Council with written confirmation, including a

manufacturer’s certificate, for all apparatus that is subject to an extended guarantee,

which details the original guarantee period and the amount of guarantee remaining, at

the time of requesting the ‘Final’ inspection.

Lamps (Where applicable)

11.47 Lamps shall comply with British Standard (BS EN 62035), and be compatible with the

control gear specified.

Internal Wiring/ Conductor Requirements for Street lights/Illuminated Signs

11.48 All cables between the DNO/IDNO isolation point and the lantern shall be installed in

accordance with BS7671 Regulations 17th Edition, and subsequent revisions (IEE) and

be single core copper, PVC/PVC double insulated grey sheathed 660/1000V, rating to

BS6004 (Cable Type 6491X). Exceptions to this shall be for the earth continuity

conductor that shall be PVC insulated only (Cable Type 6181Y). See Appendix P –

Drawing No. Appendix G/06 for general detail arrangements.

11.49 Composite cables that include an earth continuity conductor will not be permitted, unless

prior approval has been granted.

11.50 Minimum conductor sizes provided shall be as follows:-

Earth Continuity Conductor – 2.5mm Sq.

Main Earth Conductor – 6.0mm Sq. (or larger if specified by DNO).

All other conductors within assembly – 2.5 mm Sq.



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

Live – Brown

Neutral – Blue

11.52 The Developer is not permitted to joint any of these conductors/cables and any surplus

must be taped in an ‘S’ formation in the base compartment.

Control Gear

11.53 For all LED luminaires, a DALI compatible ballast/driver that allows for a dimming facility

shall be required unless otherwise agreed by the Council. The Council’s preference is

the Philips Xiatanium driver. Where High Pressure Sodium lanterns are used, the

Council’s preference is the Philips Extreme Ballast Driver.

Switching On / Off

11.54 In Gloucester and Cheltenham, it will be necessary for the Developer to provide the

lantern complete with a CMS unit of an approved type, a lantern canopy, in place of the

Nema socket, suitable to incorporate the integrated CMS\Dimming apparatus unless

otherwise agreed by the Council. The Council’s preference is Telensa conduit type with

dimming facility.

11.55 Outside of Gloucester and Cheltenham, it will be necessary for the Developer to provide

a lantern with a standard NEMA socket, allowing the lantern to be switched on/off using

a one part Photo-Electric Control Unit (PECU). This shall be set to 35 LUX ON and 18

LUX OFF.

11.56 Unless otherwise agreed, all illuminated sign lanterns will be switched on/off. The

Council’s preference is a SELC 101 miniature One Part Photo Electric Control Unit

(PECU) located on the canopy of the lantern. Photo Electric Control Units (PECU’s) for

all apparatus shall be manufactured to BS5972 and shall be marked with the switching

regime and manufacture date.

11.57 Photo Electric Control Units (PECU’s) for signs only, shall have no thermal components

and shall be set to 70 LUX ON and 35 LUX OFF.

11.58 Photo Electric Control Units (PECU’s) shall be of a type capable of producing a

switching regime satisfying Appendix II of the Second Tier Unmetered Supplies

Procedure for switch type code 808.



Street Lighting Columns and Illuminated Sign Posts

11.59 All street lighting columns will consist of a column, hydroscopic back board and where

applicable an integrated ‘Reducer Post Top Spigot.’ All columns shall be post top and

brackets will not be permitted.

11.60 All street lighting columns shall be constructed to meet the structural design criteria

specified in BSEN40, but shall have a minimum wall thicknesses and nominal

shaft\diameters as detailed in this document.

11.61 All street lighting columns and Illuminated sign posts are to be hot dipped galvanised to

BS EN ISO 1461.

11.62 After galvanising all items are to have the root protected internally and externally at the

place of manufacture. This Council’s protection preference is one coat of ‘SIKA’ Duplex

Coating System Icosit PUR SW one part polyurethane finish to wet film thickness 200 to

250 microns (dry film thickness 172 microns.) This protection is to extend 0.25 metres

above ground level.

11.63 All steel used in the manufacture is to be grade S235 for all illuminated sign posts and

5/6m mounting heights. A steel grade of S335 is to be used for 8 to 12m mounting

heights.

11.64 All street lighting columns and Illuminated sign posts shall comply with the British

Standard BS EN 40, to the BSI National Application Document PD 6547 and the DETR

Memorandum BD26/04. They must also recognise the maximum combination of both

lantern weight/s and windages applicable to respective column heights below and the

specified lantern type:-

Nominal Column

Height

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

Table 11.3

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



11.66 ‘A Guaranteed Life Expectancy of 40 years’ Certificate shall be required for each street

lighting column and illuminated sign post, prior to issue of a Final Certificate. All

apparatus shall carry a unique identification mark that is clearly visible once the column

or sign post has been installed. This will indicate the column/post manufacturer, year of

production and the column /post data sheet reference number. This Certificate must be

provided to Highways Development Management prior to the Final Certificate being

issued.

11.67 Column construction requirements are detailed in the table below:

Column Height Shaft

Diameter

Base Steel

Thickness (no less

than)

Shaft Steel Thickness

(no less than)

3m, 4m, 5m & 6m 76mm 3mm 2.5mm

8m 90mm 3.6mm 3.2mm

10m & 12m 114mm 5mm 3.6mm

Table 11.4

11.68 Column/post base compartments are to have a line of weld applied externally before

galvanising to indicate the planting depth.

11.69 Where a Developer wishes to attach a traffic sign onto a Street Lighting Column, they

should be in accordance with the table below:

Nominal Column

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

Table 11.5

11.70 Where there are 2 no. back to back signs on a column, the second sign may be ignored

for the purposes of determining the total signage area. Where signs exceed 0.3m², they

will be refused approval unless a reinforced column is provided accompanied with

design calculations that indicate that the proposed column is suitable for the proposed

signage area.

11.71 All column/post doors shall be fitted with a stainless steel 8mm Allen bolt with an Anti-

Vandal Centre Pin. Any variations should be agreed with GCC.



Raise and Lower Street Lighting Columns

11.72 Raise and Lower columns shall be provided by the Developer in all locations where

maintenance vehicular access is limited, for example, footpaths, cycle paths, canal tow

paths or where the presence of an appropriate maintenance vehicle (MEWP) may

impede the free flow of traffic. Refuge beacons may fall into this latter category. The

Council preferred column manufacturer is ‘Fabrikat’. The model to be specified

incorporates a separate door, so that electrical equipment housed within the column can

be accessed for maintenance purposes, without the requirement to lower the column.

11.73 All such columns shall be installed in accordance with the ‘Column Installation

Requirements’ detailed in this document and any additional instructions or requirements

that may be published by the manufacturer.

Passively Safe Street Lighting Columns and Sign Posts

11.74 On highway of 50mph or over, a Risk Assessment should be submitted to determine if

passively safe equipment is required. It may be necessary for the Developer to provide

‘passive safety’ street lighting columns or sign posts. A copy of the Risk Assessment is

to be submitted to Highways Development Management as part of any technical

submission.

11.75 All such columns or sign posts shall comply with BS EN 12767:2000 and shall be

approved by the Council as part of the technical approval process.

11.76 Where such columns or sign posts are appropriate the Developer shall incorporate as

part of their design solution a suitable ‘Auto Disconnect’ electrical network system. The

Council’s preference is NAL.

11.77 All ‘Passive Safety’ columns /posts shall be manufactured from an energy absorbent

material and when installed shall allow slower vehicular impact deceleration and reduced

risk of injury.

Installation of Electrical Apparatus

11.78 The Developer shall install all electrical apparatus in the locations shown on the

approved drawings. Where there are engineering difficulties or customer requests that

result in this not being desirable, then the Developer can seek the agreement of the

Council on an alternative location for the apparatus. All costs associated with these

alterations shall be payable by the Developer. Should the Developer propose an

alternative location, this shall be formally submitted to Highways Development

Management. An estimate of the additional Council costs to assess, approve and

inspect such alterations will be issued to the Developer by Highways Development

Management in advance of any costs being incurred by the Council. Written agreement

will be required from the Developer that they will pay all associated costs for this

request, before approval is given and any construction work is undertaken.



11.79 All street lighting columns shall be planted to depths detailed in Appendix P – Drawing

No. Appendix G/07.

11.80 All illuminated sign posts shall be planted to depths detailed in Appendix P – Drawing

No Appendix G/07.

11.81 All street lighting columns and illuminated sign foundation excavations shall have Type 1

or Type 2 foundations as detailed in Appendix P – Drawing No Appendix G/08.

11.82 Where an illuminated sign requires an additional support post this shall be a straight post

having a suitable diameter for the size of sign plate. The post shall be galvanised to BS

EN ISO 1461 and have root protection as detailed in this document.

11.83 Where a straight post is specified on a development it shall have foundation excavation

as detailed in Appendix P – Drawing No Appendix G/09.

11.84 Where street lighting columns / illuminated sign posts are located in a grass verge or

unmade ground they shall have a concrete collar as detailed in Appendix P – Drawing

No Appendix G/08.

Street Lighting and Illuminated Sign Post – Paint System

11.85 All Street lighting columns, Illuminated sign posts and straight posts shall have a paint

system applied on completion of their installation and prior to the issue of the Substantial

Completion Certificate..

11.86 Once installed all new street lighting columns and Illuminated sign post surfaces shall be

freed of contamination, with clean swabs soaked in white spirit that shall frequently be

changed and allowed to dry. All surfaces of the apparatus shall then be T-Washed and

allowed to dry before the top coat of paint is applied. Evidence should be provided that

the ‘T Wash’ has been applied.

11.87 All paints shall be obtained from a single manufacturer, or as specified/agreed with the

Council, to ensure compatibility and shall be brush applied. The use of rollers is not

permitted.

11.88 All access doors must be removed on each item of apparatus and the internal surface of

the door shall receive the same surface preparation\treatment and paint system as the

outside surface.

11.89 Painting of all apparatus shall extend from top of column/post shaft or welded post top

spigot to ground level. A paint system, as detailed in this document for ‘Below Ground’

shall be applied by the column and/or post manufacturer.

11.90 The Council’s preference for column/post protection ‘Above Ground’ is the ‘SIKA’ Duplex

coating system comprising of one coat of ICOSIT 6630 one pack urethane alkyd paint,

applied to a wet film thickness of 200-250 microns and dry film thickness of 172 microns.



11.91 Where a Developer is required to re-paint existing street lighting columns and/or

Illuminated signs then the following procedure shall apply:-

a). Before any new paint systems are applied all columns/posts shall have their

surfaces prepared and treated in accordance with BS EN 12944;

b). Prior to re- painting all surfaces, including the inner door surface and door

abutment of the base compartment shall be prepared by wire brushed using a

mechanical/power wire brushing tool and a hard steel scraper. The wire brushing

must remove:-

i) Obvious surface contamination – dirt, grease etc

ii) All loose rust

iii) Mechanically bonded rust

iv) Laminated rust corrosion

11.92 Where a column/post is to be re-painted and following the surface preparation procedure

described above, the Developer shall apply a paint system as detailed in this document.

11.93 Unless otherwise agreed at the time of technical approval, or written permission has

been granted by the Street Lighting Team the following paint colours will be applied:-

a). Street Lighting Columns (All areas with the exception of Cheltenham and

Gloucester) – BS4800 12B29 (Dark Green);

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

c). Street Lighting Columns (Cheltenham) – Column Shaft BS4800 12.B21 (Light

Green), Column Base BS4800 12.B29 (Dark Green);

d). Illuminated Sign Posts – BS693 (Aircraft Grey)

Reference Numbers for Street Lighting Columns, Illuminated Signs and Bollards

11.94 All street lighting columns, illuminated signs and bollards shall be given a unique

reference number by the Council as part of the technical approval process and it is the

responsibility of the Developer to mark the street furniture in accordance with this

numbering scheme as part of the works.

11.95 Where this information has not been provided at the time of technical approval process,

the Developer shall submit a request for a numbering schedule to the Council through

Highways Development Management prior to a Completion Certificate being issued.

11.96 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 Council as part

of the technical approval process.

11.97 Illuminated sign posts shall have an adhesive reference number applied, using a series

of individual yellow 30mm height numbers on a black square back ground. This shall be

applied on the sign plate in a vertical plane and will start at the top of the sign plate.

Where several illuminated signs are mounted on one post only one identification number

shall be used. A suitable product type is ‘Nikalite’ that is manufactured by Graficom Ltd

(Tel: 01707 391621). Equivalent products can be specified by the Developer and will be

subject to approval by the Council as part of the technical approval process.

11.98 Illuminated bollard shells shall have an adhesive reference number applied, using a

series of individual black 30mm height numbers on a white square background. This will

be mounted on a galvanised numbering plate (See Appendix P – Drawing No.

Appendix G/10).

11.99 Street lighting column reference numbers shall be mounted on the column shaft, at 1.5

metres from ground level.

11.100 Illuminated Sign reference numbers shall be mounted on the post shaft, at 1.5 metres

from ground level.

11.101 Illuminated bollard reference numbers will be mounted on the back and close to the top

of the bollard shell. The exception to this shall be where the bollard has multiple aspects,

when the reference number shall be immediately below the yellow panel on any face.

11.102 Unless otherwise specified by the Council, all reference numbers, where possible, shall

face oncoming traffic.

Illuminated Traffic Bollards

11.103 Where required on central traffic islands, splitter islands, and build-outs etc. the

Developer shall provide illuminated traffic bollards in accordance with the ‘Traffic Sign

Regulations and General Directions 2002’.

11.104 In certain circumstances and with the approval of the Council it may be acceptable for

the Developer to specify ‘Reflective’ non-illuminated bollards instead of Illuminated

bollards. The following criteria apply:-

i) The bollard must only require a ‘Plain Aspect’, or:

ii) The bollard must be located on an island that has a traffic signal head. This

must face and be no greater than three metres from the bollard location.

iii) Non street lit areas.

11.105 Where approval has been granted by the Council for a non illuminated reflective bollard

to be specified, the Council currently prefer the ‘Pudsey Diamond, Visabol’ type



complete with the ‘NAL RS50x50’ socket and adapter plate (See Appendix P –

Drawing No. Appendix G/11).

11.106 With exception of the above, conventional illuminated bollards are to be specified and

the Developer shall use a base lit illuminated type bollard with two No. 11 Watt

fluorescent lamps mounted on a reflective and removable gear tray. GCC currently

prefer the Simmonsigns Ltd ‘Global Plus’ base and flexible bollard shell (GLP211/CAB)

sealed to IP67.

11.107 The Developer shall use a orange ducted base light foundation and cable management

system. The Council currently prefer the Simmonsigns Ltd ‘Cabex’ type (See Appendix

P – Drawing No. Appendix G/13).

11.108 All specified bollard assemblies shall have high frequency control gear which shall be

wired to British Standard BS7671 Regulations (IEE) and have separately fused circuits

such that one lamp remains lit in the event of failure of the other lamp. Lamps and

control gear shall be removable by means of a plug and socket for easy maintenance.

11.109 All illuminated bollard assemblies are to be supplied with a sealed light tray housing the

lamps and control gear. This shall have a 5mm thick domed polycarbonate clear lens

cover. The lens cover must be able to withstand vehicle impact.

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

11.111 Where a reflective bollard has two aspects their yellow reverse panels shall mirror the

front face, and shall include side bibs and spots.

Cut Outs and Isolators

11.112 All street lighting columns and Illuminated signs shall incorporate double pole isolation

and comply with ESI 12-19 and to current BS7671 Regulations and be suitable for BS88

fuses. This isolation shall take the form of a switch (securable on/off) with an integral

separate BS88 fuse carrier for the lantern and any outgoing circuits. It is to have a

lockable cover.

11.113 All conventional illuminated bollards shall incorporate double pole isolation and comply

with ESI 12-19 BS7671 Regulations and be suitable for LST BS88 fuses. This is to be

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

carrier.

11.114 All fused double pole isolators and/or cut outs shall be suitable for terminating the

specified cables via gland terminations and shrouds, with base connection boxes if

necessary.

11.115 All fused double pole isolators and/or cut outs shall be suitable for use with a PME

electrical system.



Fuse Ratings

11.116 All street lighting apparatus shall be in accordance with the table below:

Lamp Wattage Fuse Rating (Amps)

Up to 150W (inclusive) 6

Over 150W to 250W

(inclusive)

10

Over 250W to 400W

(inclusive)

16

Table 11.6

11.117 Where the wattage exceeds 400 Watts, the Developer shall contact the Council through

the Development Management Team for advice.

Electricity Supplies

11.118 All street lighting columns, illuminated signs and electrical pillars that are located in a

footway and/or grass verge adjacent to the carriageway and/or footpath/cycleway shall

have a Distribution Network Operator (DNO) or IDNO live electricity supply. See

Appendix P – Drawing No. Appendix G/06 for general arrangement details. There are

three different DNO’s that operate within Gloucestershire (See Appendix P – Drawing

No. Appendix G/12).

11.119 The Developer is permitted to employ a private organisation to provide an independent

distribution network. These are known as ‘Independent Distribution Network Operators’

(IDNO)and they will provide networks that will predominately be network extensions to

the existing distribution networks. IDNO’s shall be appropriately licensed and regulated

by ‘Ofgem’ in the same manner that DNO’s are.

11.120 Where the Developer nominates the use of an IDNO they must meet with the

specification of GCC. This specification includes Standards of Service for the

implementation of new services and future faults that may occur on the network, prices

for work and contact information for services. The specification requirements of GCC are

based on and comparable with the main Distribution Network Operators (DNO) that

operates within the County and have historically been used for the majority of new

connections. This is Western Power Distribution. The Developer will be responsible for

notifying Development Management of the IDNO to be used as part of that Street

Lighting Technical Approval Submission, that will include contact details for new services

and fault repairs, an up to date (dated) standards of service document that details the

timescales for completing various types of new work and fault rectification and

emergency call outs, and up to date (dated) price list. If any of the above information is



not submitted as part of the submission, the Technical Approval Submission will be

rejected.

11.121 If any of the above details are unacceptable to the authority, e.g. costs, then the

developer will be advised of this at the time Technical Approval is granted. Should the

developer wish to use an IDNO, then the Authority will refuse their use or require a

commuted Sum from the Developer to cover the additional costs likely to be incurred by

the Council.

11.122 All DNO/IDNO’s are subjected to National Guaranteed standards of services for non-

metered electricity supplies. These are detailed in document ‘DPCR5 Guaranteed

Standards of Performance review’ produced by their regulating body ‘Ofgem’ and is

available on their website ofgem.co.uk.

11.123 It is the Developer’s responsibility to undertake all liaison and negotiation with the

relevant DNO/IDNO.

11.124 Where an item of electrical apparatus is located within a build-out, splitter island,

pedestrian refuge or central reservation, the Developer shall provide an electrical service

that is sub fused in accordance with BS 7671 Regulations (IEE), from an adjacent item

of electrical apparatus that is located in a footpath/verge that shall have a DNO/IDNO

service. See Appendix P – Drawing No. Appendix G/06 for general arrangement

details. These services are known as Highway Authority Connections (HAC) and will be

under the ownership of the Council on successful completion of the ’Adoption‘ process.

The Developer shall provide details of all such electrical services in their electrical/street

lighting design, which is submitted to Highways Development Management as part of the

technical approval process.

Network Cables and Service Ducting Requirements

11.125 Where an item of electrical apparatus has a DNO/IDNO electrical service, the

DNO/IDNO will be responsible for determining the specification (as part of their design)

for all network cables, including their position and size.

11.126 Where an item of electrical apparatus has a DNO/IDNO electrical service, the

DNO/IDNO will be responsible for providing a specification (as part of their design) for all

necessary service ducting.

11.127 Due to construction timescales, it may be appropriate for the Developer to install any

DNO/IDNO service ducts (black) that are required. In these circumstances it shall be the

responsibility of the Developer to obtain the relevant DNO’s approval for the completed

works prior to the base course being laid.

11.128 Where an item of electrical apparatus requires a Highway Authority Connection (HAC),

the cable shall be of a (PVC/XLPE/PVC) 3 core type, having a minimum size of 6sq mm.

All cable sizes and positions shall be determined by the Developer (accompanied by



design calculations) and submitted to Higwhays Development Management for approval,

as part of the technical approval process.

11.129 Where the Developer provides a cabling network for electrical apparatus that shall be

owned by the Council (HAC), underground cable joints shall not be permitted.

11.130 Where an item of electrical apparatus requires a Highway Authority Connection (HAC),

then prior to issue of the Final Certificate, the Developer shall provide Highways

Development Management with details of the installation date and an electrical test

certificate, in respect of each item of apparatus.

11.131 Where an item of electrical apparatus requires a Highway Authority Connection (HAC)

the service shall be protected within an orange coloured continuous service duct.

Installation requirements are detailed in Appendix P – Drawing No. Appendix G/14. All

service duct details including size and location shall be submitted to Highways

Development Management, as part of the technical approval process.

11.132 All service duct systems shall include for manufacturer couplings/joints, draw

ropes/cords fastened at each end to the base compartment of the electrical apparatus.

All service duct ends shall be sealed to prevent loose material or water entering the

service duct.

11.133 All service ducts provided for Highway Authority Connections (HAC) shall have a marker

tape to specify their ownership. This shall be yellow PVC tape with black lettering stating

‘Electricity Cable’ and shall be installed with the wording uppermost at approximately

250mm above the service duct.

11.134 All service ducts provided by the Developer, for Highway Authorities Connections (HAC),

shall have a 75mm sand surround and bed comprising lightly compacted material

passing clear sharp sand BS sieve.

11.135 All service ducts for DNO/IDNO/Highway Authority use shall extend through the cable

entry slot provided within the street lighting column or wide base illuminated sign post

and shall extend to a height of 150mm above ground level (See Appendix P – Drawing

No. Appendix G/08).



11.136 Although the DNO/IDNO and/or the Council shall be responsible for

determining/approving the specification and installation details for their respective

service duct networks, unless otherwise specified the following type and minimum

cover of service ducts shall be provided:-

Excavation In Depth 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)


(Rigid Duct)

Table 11.7

11.137 Highways Development Management reserve the right to inspect all service duct

networks that are installed for their apparatus and that will be within the Council’s

ownership following successful completion of the ‘Adoption ‘process. Therefore on

completion of any service duct network and before they are covered, the Developer shall

provide Highways Development Management with the opportunity to inspect all such

installations. The Developer will provide notification that the installation is complete and

will allow a minimum of two working days notice, so that Highways Development

Management may undertake an inspection if require



12 Carriageway Construction Standards

Background

12.1 This chapter outlines the Council's standard requirements for the construction of roads

and associated infrastructure such as footways, drainage and structures.

12.2 These standards have evolved as a result of local and national guidance, and through

previous experience and best practice. They ensure a measure of uniformity, predictable

performance and cost effectiveness throughout the Council's highway network, whilst

helping the Council to prevent the construction of schemes that are high maintenance or

unsuitable.

12.3 For the reasons detailed above, the majority of highway schemes must be constructed in

accordance with these standards. Appendix N contains a full series of drawings that

illustrate these construction standards.

12.4 However, the Council appreciates that the materials detailed in the standards do not

always contribute aesthetically to the street scene and the surrounding area. This can be

particularly important in the historical localities throughout the county. In these limited

circumstances the Council may permit the use of some enhanced materials and

apparatus to complement the surroundings and create a sense of place. If you are

considering the use of non-standard materials then please read the Enhanced Materials

Policy at Appendix O.

Materials and Construction

12.5 What follows is the Council's 'deemed to satisfy' construction specification. It is important

to note that these are not standards to be rigidly applied. The aim is to provide

developers with a benchmark of what is acceptable when proposing new schemes for

adoption. The Council will consider alternative proposals and innovations, for which

further guidance is provided in the Enhanced Materials Policy at Appendix O.

12.6 You should, wherever possible, adhere to the current version of Manual of Contract Documents for Highway Works - Volume 1 Specification for Highway Works.

12.7 Unless otherwise stated the clauses, tables and appendix numbers in Tables 12.1 and 12.2 refer to those within the Manual of Contract Documents for Highway Works.



Table 12.1 - Paviours and Other Hard Landscaping

Type Layer Thickness (mm) Material

Residential

Carriageway

(Shared

Surface)

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

Footways /

cycleways

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

Residential

Carriageway

(Boulevard)

Surface course

Binder course

Base course

Sub base

40

60

110

390

AC 14 Close Surf

AC 20 Open Bin

AC 32 Dense Base

Granular Sub Base

Type 1*

100/150

100/150

100/150

i) 65

iii) 55

**

16

Residential

Carriageway

(High Street and

Square)

Surface course

Binder course

Base course

30

60

110

AC 10 Close Surf

AC 20 Open Bin

AC 32 Dense Bin

100/150

100/150

100/150

i) 65

ii) 55

iii) 50

**

16



Sub base

390

Granular Sub Base

Type 1*

Residential

Carriageway

(Street and cul-

de-sac)

Surface course

Binder course

Base Course

Sub base

30

90

-

390

AC 10 Close Surf

AC 20 Open Bin

Granular Sub Base

Type 1*

100/150

100/150

i) 65

ii) 50

iii) 50

**

16

Industrial

Carriageway /

Works on Main

Road

Carriageway

Surface course

Binder course

Base Course

Sub base

45

55

110

390

>40mph - HRA

55/14F Surf

<40mph – HRA

35/14 F Surf

+14/20PCC (max

10PCC on

roundabouts and

approaches)

AC 20 Open Bin

AC 32 Dense Base

Granular Sub Base

Type 1*

40/60

40/60

100/150

100/150

i) 65

iii) 55

**

14

Footways and

cycleways

Surface course

Binder course

Sub base

25

50

250

AC 6 Dense Surf

AC 20 Open Bin

Granular Sub Base

Type 1

70/100

160/220

All situations 45 16

Notes :

* Laid and compacted in two equal, or near equal, layers

** If trafficked by public then as above

(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 O.

Advice for the Use of Recycled Materials for Sub Base and Capping in Road Construction 12.16 Gloucestershire County Council is committed to increasing the use of recycled and

secondary aggregates in its road maintenance and new road construction programmes. Developers are encouraged to put forward for approval highway construction designs that will support such an approach.

If the Developer proposes to use recycled materials on any area which is to be adopted as highway maintainable at public expense, the following information may be helpful.

o The appointed Highway Inspector must be informed before the use of the material.

o Prior to materials being delivered to site the Developer must provide an

accreditation certificate from the material supplier (to be no more than 28 days old and legible).

o The material must meet the specification for 6F5 (Selected Granular Material

[Coarse Grading] – imported onto site) based on the November 2009 amendments of the Specification for Highway Works, Series 600 (Manual of Contract Documents for Highway Works: Volume 1 (MCHW1)). Class 6F5 covers coarse-grained capping imported onto the site. It can include any combination of permitted materials including recycled aggregates with not more than 50% by mass of recycled bituminous planings and granulated asphalt. It must not include any materials that contain tar and tar-bitumen binders, un-burnt colliery spoil, argillaceous rock and chalk (Table 6/1, Series 600, Vol 1 (MCHW1). The composition of all Recycled aggregate (RA) and Recycled concrete aggregate (RCA) shall have been tested in accordance with Clause 710 (MCHW1 Nov 09). Clause 710 requires that the composition be determined in accordance with BS EN 933-11. The content of other materials (Class X), including wood, plastic and metal, shall not exceed 1% by mass.

In terms of tests required, a typical regime is as follows:- • One test during the first 100T (should be witnessed by Inspector) • Two tests for 500T • Three tests for 1000T • Three tests for every 1000T thereafter.

However, at the discretion of the Inspector the frequency of the tests may vary. The Inspector may also wish to witness tests as required.



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 taken from BD2/05 ‘Technical Approval

of Highway Structures’. This document forms part of the Design Manual for Roads and

Bridges and can be obtained from the Department for Transport website

(www.dft.gov.uk). The Council will issue technical approval only after all of the

procedures and standards have been met.

Design Requirements

13.7 The technical requirements for the design of highway structures will generally comply

with the relevant standards and advice notes in the Design Manual for Roads and

Bridges and shall be constructed in accordance with the Specification for Highway

Works.

Categories and Proposals

13.8 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.

http://www.dft.gov.uk/



Departures from Standards

13.11 Sometimes it is not appropriate or practical to install systems that are fully compliant with

the standards explained in this manual. This is particularly applicable to parapets. The

Council will consider departures from standard providing they are justified and backed

with clear evidence.

13.12 This may include:

RRRAP assessments

Road Safety Audits

Review of accident history

Detailing

13.13 Cladding materials should be durable and tied in to the structure.

Consents

13.14 If consent is required from the Environment Agency or any other public body and

relevant owners and licensees, then this must be received prior to the Council granting

technical approval for any highway structures.

13.15 Written evidence of the relevant consents is a pre-requisite to any approval by the

Council.



Future Maintenance

Whole Life Costing

13.16 The Council will require payment of a commuted sum based on the costs of inspection

and maintenance over 125 years and eventual replacement for any highway structures

that are to be adopted. Therefore, it is recommended that the Developer considers the

whole life costing of the proposed structure. The following should be considered as soon

as possible during the design process:

The use of integral structures (i.e. without bearings or expansion joints)

The use of durable materials such as weathering steel

Steel parapets, which can be galvanised and then painted

If bearings are required, then consideration should be given to their life span

and how they will be replaced

Include scaffolding fixing points on large steel structures, to make future

inspection and painting easier

When proposing confined drainage systems consider how they will be

maintained

Weep holes should not drain onto footways as this will create a slip hazard

To help deter graffiti consideration should be given to the use of textured

concrete finishes, anti-graffiti treatments or including “artwork” within the

structure.

13.17 The amount of commuted sum is determined on a scheme specific basis and it is recommended

that discussions are held with HDM as early as possible.

Access for Inspection and Maintenance

13.18 It is crucial that all structures are easily accessible to enable a comprehensive

inspection.

13.19 Long culverts are categorised as confined spaces and these should have sufficient

ventilation points within the construction.

13.20 Highway walls will require a 3 metre maintenance strip between the wall and land

outside the ownership of the highway authority.



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 14.11.

Whips and Transplants

14.5 To be planted in rural situations where there is little risk of vandalism and where forestry

cover is desirable. Tree guards or areas protected by rabbit or deer fencing should be

used to protect against the risk of vermin damage.

14.6 Transplants used as a Barrier Mix or forestry planting should contain lower shrub

species as understorey as well as main tree species.

14.7 Whips and transplants may be bare rooted and use of a mycorrhizal root dip prior to

planting is encouraged.

Ordinary Nursery Stock: Shrubs

14.8 The choice of shrub material should be appropriate to the local environment and relate

to existing species.

14.9 Thorny shrubs should be used where barriers are needed or in areas of high vandalism

risk, but care should be taken to keep thorny species from growing across pedestrian

footways and cycleways. Consideration shall be given to shrub flower and foliage colour

when viewing the landscaping scheme as a whole. All shrubs should be container

grown in peat free planting medium where possible.



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

publish local SUDS guidance.

15.2 Where public foul and surface water sewers and lateral drains are to be laid under the

adoptable highway (or where the highway drainage is to be connected into a surface

water sewer) then written assurance must be obtained beforehand from the Water

Company that it will adopt the sewers and drains subject to compliance with its

requirements in the current version of Sewers for Adoption. The Developer shall apply

for the adoption of the sewers under Section 104 of the Water Industry Act 1991.

15.3 The Highway Authority will normally decline to adopt any road until the Water Company

has confirmed the adoption of all sewers within the street, although in exceptional

circumstances, the Council may be willing to enter into a section 50 Licence, subject to

confirmation from the Drainage Company that that the sewers have been constructed to

their satisfaction.

15.4 Where an outfall is proposed to be through an existing highway drain, before approval

for the connection can be given, the Developer will be required to prove:-

i. the existing highway drain has the capacity to cope with the surface water discharge from both the existing highway areas and the additional areas that are the subject of the application.

ii. the internal condition of the existing highway drain is suitable.

15.5 This submission will include the provision of appropriate design calculations, catchments

area plans, and a copy of the internal condition report of the drain including a copy of a

CCTV survey. The carrying out of any works required will be at the expense of the

developer.

15.6 Any highway drainage system should be designed to accept the following storm (without

surcharging):-

Sites with average ground slopes greater than 1% I year

Sites with average ground slopes 1% or less 2 year

Sites where consequences of flooding are severe 5 year

15.7 The system should also be designed not to flood any building in a 1:100 (+30%) year

return period design storm.



15.8 Excluding soakaways, all prospectively maintainable highway drainage systems shall be

located within land which is to be adopted by the Council or that would be under the

control of a public body. Only in exceptional circumstances will they be permitted within

land which is to remain private. Where such circumstances do arise, the land owner at

the time of completing a Section 38 Agreement will be required to give a grant of

easement, which will be binding on successors in title. The Developer is strongly

advised not to sell any land which will contain highway drainage before completion of

such an Agreement. The Easement is a standard document prepared by the County

Solicitor and the Council will not accept any different form of undertaking, which dilutes

the rights conferred by it.

15.9 Gully positions shall be chosen so that no gully has a catchment area of impermeable

surface exceeding that shown in Table 15.1 below or alternatively the gully positions

shall be determined in accordance with the Design Manual for Roads and Bridges HA

102/00. The design parameters shall be 0.5m width of flow and a one year storm. If

central drainage is proposed in a shared surface street, the maximum area per gully for

a standard street can be utilised.

Table 15.1 - Maximum area to be drained by one gully [m2]

Maximum Area Per Gully

Lateral Fall – 2.5% (1:40) (Camber or crossfall)

Longitudinal Fall

Steeper than 1.67%

(1:60)

Longitudinal Fall

Between 1.67% and 0.8%

(1:60 and 1:125)

Standard Street

100m2

80m2

Shared Surface Street – with

Camber

Centre drainage

50m2

100m2

40m2

80m2

15.10 It is the responsibility of the Developer to demonstrate and ensure that the number and

positioning of the gullies are adequate to drain all areas of carriageways, footways,

footpaths and cycle tracks.

15.11 Roads will be the subject of a wet weather inspection and will not be adopted until the

Council is satisfied that the drainage system is performing in a satisfactory manner.



Soakaways

15.12 If soakaways are approved by the Council, they should be positioned outside the

carriageway, normally at least 5 metres behind the footway [i.e. outside the adoptable

highway]. In such cases adequate formal easements and rights shall be provided in

perpetuity for the Council to:

i. discharge the highway drainage system without any liability for nuisance or damage outside the prospectively maintainable highway;

ii. have assured and unencumbered access to the soakaway and all

prospectively maintainable highway drains to maintain free flow of the discharge.

15.13 Developers will be required to pay a commuted sum for the future maintenance of

soakaways. The level of commuted sum has been set taking into account an effective

annual interest rate of 2.2%, a life of 25 years and an inspection, cleaning and desilting

cost of £850. The current commuted sum per soakaway is £3,103.

15.14 Soakaway chambers, where permitted, can be constructed of honeycombed brick or

blockwork or perforated concrete rings. The chamber shall be surrounded with porous

clean stone and appropriate grade geotextile. A typical soakaway construction is shown

in Figure 15.1.

15.15 The soakaway chamber must be positioned entirely above the water table level.

15.16 A separate, non-porous silt chamber with a 1.2m deep sump shall be provided, at a

readily accessible position within the highway with a minimum diameter of 1.5m.

15.17 The required capacities shall be calculated in accordance with the recommendations of

Building Research Establishment Digest 365 Soakaway Design. At the time of writing

the storm return period should be 1 in 10 years but you are advised to check this with

the Council before starting the design.

15.18 Where soakaways are positioned behind the highway the connections into them must

not pass along the footway or service strip but must cross at right angles so as to

minimise the length of pipe which lies beneath statutory undertakers plant.

15.19 Soakaways and silt chambers often contain a substantial depth of water and this can

represent a hazard to children. Soakaway manhole covers, even when not subject to

vehicular loading, must be of sufficient weight to deter unauthorised personnel from

lifting them and will require easements where sited outside highway limits.



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

capacityrequired for each gully. Gullies shall drain 180m

2 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 a landowner/developer defaulting,

there is sufficient money in place to protect owners of properties fronting the street from

be liable for the costs to complete the works to an adoptable standard.

Initiating the APC

17.3 The APC process is triggered once the relevant District Council has notified the Council

of details having been submitted to them in respect of qualifying residential or

commercial development.

17.4 The Council will serve an APC Notice on all development comprising two or more

buildings.

17.5 The Council is under a duty to serve an APC Notice on the person who submitted or on

whose behalf details were submitted to the District’s Building Control. The Notice

requires financial security to be provided that is sufficient to cover the cost of any street

works. The local land charges office is notified, who in turn make an entry onto the local

land charges register.

Exemption Notices

17.6 Certain criteria may exempt a landowner/developer from having to provide security. A

full list of exemptions is detailed in Section 219(4) of the Highways Act 1980. If the

Developer / Landowner consider there to be grounds for an exemption, an application for

an exemption should be made in writing to the Council, stating under what grounds an

exemption is being sought, and if the Council agrees, then it will serve an Exemption

Notice on the landowner/developer.

Landowners/Developers obligations

17.7 If the Council has served an APC Notice, then the landowner or developer are legally

obliged to provide the security stated within the Notice before any building works begin

on site. Security is usually provided in the form of a Bond or as a cash deposit, but other

means of security may be allowed at the Council's discretion.

17.8 The landowner or developer will be liable to prosecution if they commence building

works prior to providing the requested security.



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 G.

17.21 Before the Council's Legal Team will send out a draft agreement they will need to

receive two things from the landowner/developer’s solicitor, namely an undertaking for

abortive costs and title to the land in question.



Costs

17.22 The undertaking for abortive costs is sought to cover the Council in the event that for

some reason the agreement is not concluded. It enables the Council’s Legal Team to

recover any costs that have been incurred. Normally it is advisable to start off with an

undertaking for £1,500 (although the Council’s Legal Team may advise that this figure

should be greater depending on the complexity of the agreement envisaged). Should the

Council's legal costs exceed this amount then a further undertaking will be sought

beforehand.

17.23 It is worth mentioning at this time that if the draft is accepted costs will be lower. Charges

are made on a time basis and the longer time taken to negotiate changes to standard

clauses, the more the cost to the landowner or developer will escalate. This obviously

applies two fold as the landowner/developer will also be paying their own solicitors costs!

17.24 Legal fees will be payable at the completion of the agreement on a time charged basis.

Hourly rates are not given as they vary depending on the level of person dealing with the

case and whether other staff have given assistance. These charges are separate from

the fees payable to the Council as Local Highway Authority for their time in the

administration, checking and inspection of the agreement which are based on a sliding

scale which can be found in Appendix J.

Providing Title

17.25 As previously mentioned it will be necessary to provide title to the area of the application

for planning permission before a draft agreement can be sent out. All those with an

interest in the land (i.e. if the land is mortgaged, the mortgagee (the Bank or Building

Society) or, if leased, the Leaseholder) will be required to enter into the agreement.

Prior to commencing works

17.26 Certain clauses with a completed Agreement must be satisfied before any works

can commence on the public highway. For example, you must have:-

Obtained technical approval;

Booked the road space with [email protected] ;

Submitted a photographic condition survey of the surrounding road

network;

Submitted to full sets of the approved programme plans and drawings

together with electronic copies;

Submitted details of the proposed traffic management;

Submitted details of the contactors’ operative’s accreditation;




Liaised with all Statutory Undertakers and Public Utilities;

Given 3 months notice of commencement to

[email protected];

Provided a surety (bond or cash deposit);

Obtained any necessary Traffic Regulation Orders and had any Notices

published and representations considered by the Council;

Put in place the necessary Insurance cover as specificed in the Agreement

and provided the Policy (and receipts for payment of current premiums) to

the Council; and

Paid the Council’s design approval and inspection charges.

The Council as the Developer

17.27 In certain circumstances, for example constructing a new school, the Council will be the

developer. Due to the scale of these projects there will invariably be works required on

the existing highway.

17.28 In these situations it is not possible for the Council to enter into a Highway Works

Agreement with itself. However, it is crucial that the same system of approval and

inspection is followed to ensure accountability and consistency with other works carried

out by private developers.

17.29 The Council’s Highways Development Management (HDM) Team will require the

relevant internal department to obtain their conditional consent, which stipulates that a

full technical submission will be made to them, technical approval issued prior to works

commencing and that inspections are requested at the relevant stages. In addition the

Team’s administration and inspection fees must be paid and security agreed by way of

an undertaking to ensure the department instructing the works is responsible for

payment should the contractor default.

Works Inspections

17.30 In order for the Council to be able to issue stage certificates (if requested to do so by the

Developer) and agree to the associated reduction in the bond amount, it requires works

to be approved by one of its Inspectors, who will need to be satisfied that all materials

and construction are in accordance with the Technical Approval before signing them off.

17.31 It is the Developer’s responsibility to arrange Inspections with the Council's HDM Team.

Inspections need to be carried out at each designated stage of construction, as outlined

in Table 17.1 below. It is the also the Developer’s responsibility to give sufficient

advanced notification in accordance with the periods set out below.




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

17.32 The Developer must give the HDM Team at least 48 hours notice if any works

temporarily cease or restart.

17.33 If the Developer fails to give sufficient notice then the HDM Team may need to request

site tests (including coring of the road construction) to confirm that the works conform to

the Technical Approval. All costs involved with these tests, including the reinstatement,

will be at the Developer’s expense.

17.34 The Council must be notified in advance of any contractor who will supply or lay

materials. References may be sought. Contractors working on the public highway must

be NRSWA accredited.

17.35 The Developer must contact all relevant service providers 14 days prior to laying the

surface course. The HDM Team must be satisfied that any work that may affect the

integrity of the surface has been completed prior to allowing final surfacing to

commence.

17.36 The HDM Team may require a CCTV inspection and written report of the drainage

before final surfacing and at the end of the maintenance period. If any defects are found

then a further inspection may be required once the required works have been

completed. All costs involved with this process will be at the Developer’s expense.



Maintenance and Adoption

17.37 Notwithstanding approval of stages of work as per Table 11.2 certification of the

elements of work identified within the legal agreement will be carried in accordance with

the appropriate Clauses with the bond reduced to satisfy the legal agreement.

17.38 In order for this to be done;

All of the highway works have to be approved by the Highways DevelopmentManagement Team; and

the ancillary matters upon which adoption is dependent but not within thecontrol of the Council as Local Highway Authority have to be approved by theresponsible Agency or Authority. e.g. SuDS, Sewers or Public Open Space.

17.39 These Certificate stages are as follows and require the necessary approvals:

Substantial Completion Certificate (formerly Part 1)

Works to be completed to a point where the highway is a safe and suitable environment

for all roads users (i.e. footways and carriageways surfaced in a bound material, no trip

hazards, working surface water drainage and street lighting.) Interim Stage 3 Road

Safety Audit required and any works identified therein completed. Certificate is required

prior to occupation of any buildings. A Non Motorised Users Audit will be required stating

how consideration of NMUs has been incorporated into the design process and how the

objectives set out in the NMU Context Report have been achieved.

Completion Certificate (formerly Part 2)

Full completion of the approved highway works, including works identified in a full Stage

3 Road Safety Audit and Non Motorised Users Audit. Provision of written confirmation

from the adopting water company regarding 'intention to adopt' the sewers. Allows the

highway works to go onto maintenance.

Final Certificate

All remedials completed. Stage 4 Road Safety Audit required. Vesting Declaration of

sewers completed. CDM file & as-built plans submitted.

17.340 It should be noted that no certificates will be issued until the legal agreement is

completed. It should further be noted that no occupations should occur until a

Substantial Completion Certificate (formerly a Part 1) has been issued in respect

of new streets and a Completion Certificate issued in respect of other highway

works, where these works are required in advance of occupations.



17.41 It should also be noted that no works shall take place on a public highway until a

legal agreement has been completed and technical approval has been issued

17.42 Gloucestershire Highways' Street Lighting Team must be immediately advised of each

new adoptable lighting system. This advice must be supported by the Electricity

Company installation certificate.

17.43 The development will be adopted by the Council in accordance with the Legal

Agreement provided that the works are completed in accordance with the requirements

of the Agreement and that any remedial works identified have been completed to the

Council's satisfaction.

17.44 If the developer does not secure a legal agreement, the Council will not be bound by any

of the procedures as described.

17.45 The Council will be prepared to issue Certificates on a phased basis, provided that:-

The highway works on that length of road have reached a stage where thecriteria for issuing a Certificate has been met; and

The road is connected to an existing publicly maintained highway eitherdirectly or via a road which is the subject of a Section 38 agreement;

17.46 During the maintenance period, the Developer will be responsible for supplying ‘as-built’

plans (wording as description in the Legal Agreement.) These plans must also indicate

the names of roads and the postal number of each dwelling.

17.47 One month prior to the expiry of the maintenance period, the Developer must make

arrangements with the Council for the inspection of the works. The Developer must

provide sufficient labour attendance and equipment for the lifting of covers. For this

inspection, drains, manholes, gullies and chambers must be perfectly clean, drains

rodded or jetted where necessary and flushed, and carriageway, channel, footway and

footpath surfaces swept to the satisfaction of the Council’s HDM Team.

17.48 The Developer must remedy and complete all outstanding works identified by, and to the

satisfaction of, the Council’s HDM Team prior to the commencement of the formal

adoption procedure.

Health and Safety File

17.49 As part of the adoption process the Developer is required to provide a post construction

Health and Safety File (in accordance with the Construction Design and Management

Regulations 2007).



17.50 The Health and Safety File should inform the Council of any potential hazards that may

be encountered in the future maintenance of the highway, and also provide advice on

any special procedures that need to be adhered to when working with site specific

apparatus or services.

17.51 The Developer is responsible for ensuring that their Principle Designer has prepared and

revised the Health & Safety File and that it is sufficiently comprehensive and that the file

has been submitted to the Developer at the end of the construction phase. The Council

expects that the following list of items should be included within the Health and Safety

File.

Information about all of the following topics, where these may be relevant to the health

and safety of any future construction works. The level of detail should be proportionate

to the risks likely to be involved in such works.

A brief description of the works carried out and completed including construction

details.

Residual hazards and how they have been dealt with (for example, surveys or

other information such as buried services).

Key structural principles incorporated in the design of any adoptable structures.

Any hazards associated with the materials used.

Information regarding the removal or dismantling of installed plant and

equipment.

Health and safety information and maintenance information for any adoptable

structures.

The nature and location of all services including street lighting (location plans to

be provided).

Information regarding any items encountered in the area of the works during

construction and whether removed or left in-situ.

As-built plans.

In addition, any other matters which the Principle Designer considers should be

contained within the Health and Safety File.

Marking the Highway Boundary

17.52 Where the boundary of the adopted highway is not clear (for example there is no footway

edge, wall, fence etc) highway boundary marker blocks should be installed to denote the

highway boundary.



17.53 Markers should comply with the general requirements for precast concrete blocks and

include “Highway Boundary” cast in the top face - see photograph below. Other types of

highway marker block can be used subject to prior written agreement with the Council.

The block must be set in a minimum of 150mm bed and haunch with C15P concrete.

The haunch must come to within 50mm of the top face of the block (see Figure 17.1).

17.54 When located within the carriageway the block must be laid at 90o to the kerb. The

blocks should not be removed without the Council's written permission.

Figure 17.1 Standard Construction Detail for Highway Marker Block



Residents Maintaining Highway Verge

17.55 On some developments, in particular where the carriageway is a shared space for

vehicles and pedestrians, it may be necessary for the Developer to place some of the

underground utilities and services in the grass verge adjacent to the carriageway (called

a service strip).

17.56 In these situations it is common for the service strip to be located at the start of

resident’s front gardens. The extent of the service strip will be identified by a highway

marker block or similar form of demarcation (as detailed above in Section 6.8).

17.57 The service strip will be adopted as public highway at the same time as the rest of the

carriageway and so becomes the Council's responsibility to maintain. However, due to

the proximity of these service strips to their front gardens, some residents may like to cut

the grass more regularly than the Council would normally do as part of routine

maintenance, or plant some bulbs or shrubs.

17.58 In this situation, Section 142 of The Highways Act 1980 allows property owners,

adjacent to highway land, to apply for a Licence to Cultivate to maintain areas of

highway verge. The licence gives the landowner permission to plant bulbs, shrubs, and

in some cases trees on the highway, subject to certain conditions which are based upon

highway safety and maintaining adequate visibility for all road users.

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

The applicant must consult with relevant utility companies beforecommencing work on site to prevent damage to any utility services within theground.

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 mayrequire plants to be removed or trimmed.

17.60 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.



17.61 Licences can be terminated by the Council:-

(i) after having given at least seven days notice if any condition of the

Licence is contravened; or

(ii) after having given at least three months notice if the Council consider the

withdrawal of the Licence necessary for the purpose of the exercise of their

functions as a Highway Authority; or

(iii) after having given at least seven days notice in the event of the tha land subject

to the Licence ceasing to be public highway.

17.62 Licences can be terminated by the Licensee after having given at least one month’s

notice in writing of such termination

17.63 A charge will be made for processing the application for a licence to cover the

administrative costs associated with reviewing and considering the application. This will

be in accordance with the schedule set out in Appendix K – Fee Schedule



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 7

th Edition of Sewers for Adoption

16/4/2013 Construction specification amended

10/5/2013 Update to take account of BD02/12

01/04/2016 a). Table 12.2 to accord to street types b). Table 15.1 modified c). Table 5.7 modified d). Section 14 reference points e). Table 12.1 modified f). Section 15 Drainage Design Specification modified g). Section 8 Safety Considerations modified h). Table 8.1 modified i). Non Motorised Users Audits modified j). Physical Activity Toolkit added k). Local Developer Guide l). HRA specification modified m). Bus Routes modified n). Optimism Bias changed in light of TAG A1.2. o). 17.26 added – Pre commencement requirements. p). Private Street advice changed. q). Guidance on Transport Statement / Assessment and Travel Plan changed to take account of publication of Planning Practice Guidance r). Bonding guidance for highway agreements changed. s). Commuted sum for a soakaway set. t). CDM Co-ordinator changed to Principle Designer



u). Lateral drains to be adopted under sc104 v). Tracking requirements to include 500mm clearance from a kerb. w). Amended in response to Stow Town Council representations

18/05/2016 Paragraph 3.50 amended



APPENDIX A

CONTACT DETAILS

GLOUCESTERSHIRE

COUNTY COUNCIL

Shire Hall

Westgate Street

Gloucester

GL1 2TH

Contact Details

Highways Development

Management

e-mail: [email protected]

Road Safety Partnership e-mail: [email protected]

Integrated Transport Unit e-mail: [email protected]

Streetworks e-mail: [email protected]

Public Rights of Way https://gloucestershire.firmstep.com/default.aspx/RenderForm/?F.Name=N

hpgZAuZHCr&HideToolbar=1&ce_lookup_type=PR11







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.



APPENDIX D

TRANSPORTATION ASSESSMENTS

All developments that generate significant amounts of transport movement should be

supported by a Transport Statement or Transport Assessment.

A judgment as to whether a development proposal would generate significant amounts

of movement will be considered on a case by case basis (i.e. significance may be a

lower threshold where road capacity is already stretched or a higher threshold for a

development in an area of high public transport accessibility).

In determining whether a Transport Assessment or Statement will be needed for a

proposed development the following considerations will be taken into account:

the Transport Assessment and Statement policies (if any) of the Local Plan;

the scale of the proposed development and its potential for additional trip

generation (smaller applications with limited impacts may not need a Transport

Assessment or Statement);

existing intensity of transport use and the availability of public transport;

proximity to nearby environmental designations or sensitive areas ;

impact on other priorities/ strategies (such as promoting walking and cycling);

the cumulative impacts of multiple developments within a particular area; and

whether there are particular types of impacts around which to focus the Transport

Assessment or Statement (e.g. assessing traffic generated at peak times).

See Planning Practice Guidance – Travel plans, transport assessments and statements

in decision making



APPENDIX E

TRAVEL PLANS

All developments which generate significant amounts of transport movement should

provide a Travel Plan.

A judgement as to whether a proposed development would generate significant

amounts of movement will be made on a case by case basis (i.e. significance may be a

lower threshold where road capacity is already stretched or a higher threshold for a

development which proposes no car parking in an area of high public transport

accessibility).

In determining whether a Travel Plan will be needed for a proposed development the

local planning authorities should take into account the following considerations:

the Travel Plan policies (if any) of the Local Plan;

the scale of the proposed development and its potential for additional trip

generation (smaller applications with limited impacts may not need a Travel

Plan);

existing intensity of transport use and the availability of public transport;

proximity to nearby environmental designations or sensitive areas;

impact on other priorities/ strategies (such as promoting walking and cycling);

the cumulative impacts of multiple developments within a particular area;

whether there are particular types of impacts around which to focus the Travel

Plan (e.g. minimising traffic generated at peak times); and

relevant national policies, including the decision to abolish maximum parking

standards for both residential and non-residential development.

See Planning Practice Guidance – Travel plans, transport assessments and statements

in decision making



APPENDIX F

ROAD SAFETY AUDITS GUIDELINES

The Council will require a Road Safety Audit to be carried out, at the appropriate stages

of the design and construction process.

It is recommended that any departure from this guidance is agreed with the

Council as part of the TA scoping report prior to any work being carried out that

might trigger the need for a Road Safety Audit to avoid the risk of abortive work,

and costs, being incurred by the Developer.



APPENDIX G

HIGHWAY LEGAL AGREEMENT

It is recommended that any departure from this template is agreed with the

Council prior to any work being carried out on the Agreement to avoid the risk of

abortive work, and costs, being incurred by the Developer.



APPENDIX H

PLANNING OBLIGATION (SC106) BONDING POLICY



APPENDIX I

HIGHWAY AGREEMENT SUBMISSION PACKAGES

(PLANNING OBLIGATIONS, HIGHWAY WORKS,

PERMISSIONS AND LICENCES)



APPENDIX J

SCHEDULE OF FEES AND CHARGES

The Council will seek to re-coup costs associated with the officer time and administrative

costs required to enter into Legal Agreements, review Highway Works submissions with

a view to issuing Technical Approval, provide transport data to assist with the

preparation of Transport Assessment and Travel Plans, and the supervision and

monitoring of Highway Works construction and Travel Plan implementation.

Details of these fees and charges are included below. These will be periodically

reviewed and updated as necessary to reflect the costs associated with providing this

service.

Scale of Charges Incurred to obtain technical approval

Part 1

INITIAL FEE REQUIRED AT THE TECHNICAL SUBMISSION STAGE FOR HIGHWAY

WORKS AGREEMENTS (INCLUDING STREET LIGHTING FEES)

Estimated Cost of Highway Works Initial Fee Required

Up to £50,000 £1,000

£50,001 to £200,000 £2,000

£200,001 to £500,000 £5,000

£500,001 to £2,000,000 £10,000

Above £2,000,000 £30,000

Table K1

Note: No work will be carried out on a technical submission until these fees have

been received and banked.



Part 2

ADDITIONAL FEE REQUIRED AT THE TECHNICAL SUBMISSION STAGE FOR

THIRD SUBMISSION (AND ANY SUBSEQUENT SUBMISSION THEREAFTER) FOR

TECHNICAL APPROVAL

Highways

Works

Submission

Street

Lighting

Submission

Minimum fee (3 hrs)

At cost

£232

Hourly charge out rate thereafter

£77

Table K2

Note: No work will be carried out on a subsequent technical submission until

these fees have been received and banked.

Part 3

FULL FEE REQUIRED AT THE TECHNICAL APPROVAL STAGE FOR HIGHWAY WORKS AGREEMENTS (INCLUDING STREET LIGHTING FEES)

Administration Charge as a Percentage of

Estimated Cost

9% flat rate subject to the minimum fees set

out below.

Table K3

Estimated Cost of Highway

Works

Administration Charge as a Percentage of

Estimated Cost

Up to £50,000 Minimum of £1,000

£50,001 to £200,000 Minimum of £5,000

£200,001 to £500,000 Minimum of £15,000

£500,001 to £2,000,000 Minimum of £30,000

Above £2,000,001 Minimum of £100,000

Table K4

Note:- The full fee includes any Initial Fee paid at technical submission stage

under Part 1 but not any Additional Fees paid under Part 2.



Scale of Charges Incurred to for additional site inspections

Part 4

ADDITIONAL FEE REQUIRED FOR THIRD (AND ANY SUBSEQUENT) INSPECTION

AT EACH STAGE OF CERTIFICATION

Highways

Works

Submission

Street

Lighting

Submission

Minimum fee (3 hrs)

£333 £232

Hourly charge out rate thereafter

£111 £77

Table K5

Note: No further inspections will be carried out until these fees have been

received and banked.

Scale of Charges Incurred in Licence to Cultivate Applications made under Section

142 of the Highways Act 1980

A charge of £100 will be made for the review and consideration of the Licence

application. A cheque payable to Gloucestershire County Council should be included

with the application.

Traffic Signals

Commuted sums for the ongoing maintenance of installations will be required to be paid

by the Developer to GCC covering a period of 15 years.

The rates payable are reviewed annually on 1st April. The current rates are:

Standard Signal controlled installation £3,500.00 pa

Standard Pedestrian crossing installation £2,250.00 pa

For sites where installations include variable message signs, CCTV, fibre

communications or any other non typical piece of hardware etc.there is likely to be an

increased commuted sum charge. This will be reviewed on an as and when basis.



APPENDIX K

BUS STOP DESIGN SPECIFICATION

It is recommended that if the Developer wishes to provide an alternative design for any

bus stops being provided as part of a new development, then early discussion is held

with the Council’s Highways Development Management Team.



APPENDIX L

GLOUCESTERSHIRE CYCLE FACILITY GUIDELINES

It is recommended that if the Developer wishes to provide an alternative design for any

cycle facilities being provided as part of a new development, then early discussion is

held with the Council’s Highways Development Management Team.



APPENDIX M

TRAFFIC SIGNALS – DEVELOPER PACK



APPENDIX N

DETAILED DESIGN DRAWINGS



APPENDIX O

ENHANCED MATERIALS POLICY



APPENDIX P

STREET LIGHTING DRAWINGS