wye valley aonb highway design guide consultation...

CONSULTATION DRAFT

HIGHWAY DESIGN GUIDE

for the

Wye Valley Area of Outstanding Natural Beauty

July 2011

Public Consultation 8th August – 30th September 2011

Comments to

Andrew Blake,

Wye Valley AONB Officer, Wye Valley AONB Office,

Hadnock Road, Monmouth, NP25 3NG

or e-mailed to [email protected].

Please ensure comments make clear reference to paragraph numbers.

Contents: Prologue 1 Introduction 2 Guiding Principles 5 The Guidelines 8 Acknowledgements 19 Appendix 1:Bodies covered by the CRoW Act 2000 20 Appendix 2: On the Road Version 21 Appendix 3: Consultation List 22

Wye Valley AONB Consultation Draft Highway Design Guide (07/11) Page 1 of 22

Prologue to the First Draft Areas of Outstanding Natural Beauty (AONBs) are nationally protected landscapes, with the same importance as National Parks. Other AONBs have combined with their constituent Highways Authorities (HAs) to produce Highways Design Guidelines to assist the HA’s in helping to protect these landscapes. There are 3 Highways Authorities operating within the Wye Valley AONB: Monmouthshire, Gloucestershire, and Herefordshire. This guide has been developed from one prepared for the Malvern Hills AONB and incorporates comments from Gloucestershire, Herefordshire and Monmouthshire Highways officers. There are also the A40 and A49 Trunk Roads managed by the Highways Agency and the Welsh Government. Subject to discussion, it is hoped to produce a ready reference version of this for desktops and roadside work. A draft of this will be in Appendix 2. This design guide will be posted on the Wye Valley AONB website and will be subject to review at appropriate intervals. The purpose of this document. This document is provided for the use of those Highways Authorities working within the nationally protected landscape of the Wye Valley Area of Outstanding Natural Beauty (AONB). Its aim is to ensure the conservation and enhancement of this high quality landscape. There are four Guiding Principles to be considered

1. Unless there is an overriding safety issue, do as little as possible. 2. Highway improvements should take account of the traffic flow and character

of the road to ensure the proposals are not over specified. 3. Unless there is an overriding reason, copy the style and materials that have

been used over time 4. Consult with AONB Unit


1. INTRODUCTION

1.1. Background: Many rural lanes are an integral part of the valued landscape and it is often from them that people appreciate the landscape. It is therefore essential that the environmental impact of roads and the way they are managed is as sympathetic to the Wye Valley AONB as possible. The challenge is to retain that specialness whilst ensuring the roads provide a convenient and safe network for travellers. This guidance seeks to achieve those goals. It is important that this guidance is jointly ‘owned’ by the AONB Partnership and Highway Authorities and consequently this first draft has been prepared to allow a dialogue to be commenced between all the parties in order to agree the content. It is hoped that the Highway Authorities will sign up to and adopt these guidelines as a material consideration when making decisions within the AONB.

1.2. The Wye Valley AONB: The area was designated as an Area of Outstanding Natural Beauty (AONB) in 1971 and covers 326 km2 (128 sq miles). It Includes a 58 mile stretch of the River Wye which winds down through spectacular limestone gorge scenery and dense ravine woodlands. It is one of 46 AONBs that are nationally protected landscapes in the United Kingdom. Its statutory designation is intended to ensure that all aspects of natural beauty are conserved and enhanced. This includes the landscape, flora and fauna, geology, the built environment and all those elements which contribute to the rural character.

1.3. Governance of the AONB: All the constituent local authorities fund the AONB

and have Local Authority councillors on its governing body, the Joint Advisory Committee (JAC). The JAC is supported by a Technical Officers Working Party composed of local authority and government agency officers.

1.4. Wye Valley AONB Management Plan 2009-2014: The Countryside and Rights of

Way Act 2000 (CRoW Act) obliges Local Authorities to produce a Management Plan for the Wye Valley AONB. Having been through a full consultation process, this plan has now been endorsed by the constituent Local Authorities. The ‘Transportation’ section contains the following Strategic Objectives:-

WV-T3 Encourage and promote the design of transport infrastructure that is

consistent with the special qualities, landscape character and natural beauty of the AONB, and monitor their effectiveness

WV-T5 Conserve the character of rural roads in the AONB by conserving existing traditional features, reducing excessive signage and sympathetically managing verges for biodiversity

WV-T6 Seek to reduce, and resist the further extension of, street lighting,


junction lighting and traffic sign illumination in the rural areas of the AONB unless there are proven public safety grounds.

1.5. Statutory Background to the Highways Design Guide: On the 30th of

November 2000, the Countryside and Rights of Way Act 2000 (CRoW Act) came into force with Part IV (s82 to s93) dealing with Areas of Outstanding Natural Beauty. Section 85 sets out the responsibilities public bodies and others with regard to the AONB and reads as follows;

1.6.

1. In exercising or performing any functions in relation to, or so as to affect, land in an area of outstanding natural beauty, a relevant authority shall have regard to the purpose of conserving and enhancing the natural beauty of the area of outstanding natural beauty.

2. The following are relevant authorities for the purposes of this Section

a. any Minister of the Crown, b. any public body, c. any statutory undertaker, d. any person holding public office.

3. In subsection (2)—

“public body” includes

a. a county council, county borough council, district council, parish council or community council;

b. a joint planning board within the meaning of section 2 of the Town and Country Planning Act 1990

c. a joint committee appointed under section 102(1)(b) of the Local Government Act 1972;

“public office” means— a. an office under Her Majesty; b. an office created or continued in existence by a public general Act; or c. an office the remuneration in respect of which is paid out of money

provided by Parliament.

1.7 Interpretation of the Highways Authorities’ duty to the AONB: The CRoW Act places a requirement on Highway Authorities to consider the conservation and enhancement of the Area of Outstanding Natural Beauty in everything they do affecting the area. It means that policies applied by a Highway Authority generally across their area must be specifically reviewed before being used in the AONB, to


satisfy the legislation. The organisations covered by the Act are considered in Appendix 1.

1.8 Alignment with the Road Traffic Regulation Act 1984: The obligation imposed by

the CRoW act is not dissimilar from the obligation of the RTRA84. Whilst section 122 of the RTRA imposes a statutory duty on authorities ‘…to secure the expeditious, convenient and safe movement of vehicular and other traffic (including pedestrians)…’ the section also states ‘…so far as practicable having regard to…..the effect on the amenities of any locality affected…’. The National Highway Maintenance Code: Maintaining Better Highways also makes reference to sympathetic and special attention within National Parks and AONBs.

1.9 How the guidelines help the Highways Authority to discharge their duty: By following these guidelines the Highway Authorities, statutory undertakers and other organisations having an influence on the highways will be fulfilling their obligations under the Act and contributing to the Wye Valley AONB Management Plan.

1.10 Cumulative effect of roadside clutter: There are many environmental factors to

take into account when planning any works, whether minor or major. The cumulative impact of even seemingly small, piecemeal highway works can have a significant detrimental impact on the biodiversity, local landscape and natural beauty of the area over a period of time. An example is the accumulation of 'roadside clutter', when even minor works should represent an opportunity to rationalise clutter, bringing about improvements to the visual quality of the Wye Valley AONB.

1.11 Limits to the Guidance: This guide has no legal force in itself, but its use will go

towards meeting a variety of legislative requirements. It forms part of the AONB Management Plan (2009-14) as required under the Countryside and Rights of Way Act 2000, a document which in itself formulated Local Authority policy for the management of the AONB and for the carrying out of Local Authority functions in relation to that policy.

1.12 Relationship to existing responsibilities and standards: This guide does not

change the safety, technical or environmental standards or obligations that exist.

1.13 Layout of the guide: The guide is generally intended for the desk of designers and others involved in specifying any highway work. However a two sided sheet suitable for use ‘on the road’ appears at Appendix 2 and contains a map and brief guidance for people to use on site.


2 GUIDING PRINCIPLES

2.1 Reasoned Justification for Guiding Principle 1: Unless there is an overriding safety issue, do as little as possible.

2.2 Conserving the Naturalness of the Designation: Part of the attraction of the Wye Valley AONB is the network of lanes which allows access and many people, especially the elderly, enjoy the countryside from the windscreen. The informality and apparent 'naturalness' of these roads is fundamental to the appeal of the area. Any sort of engineering feature, even white lines, detracts from their 'fit' into the landscape. This leads to the first guiding principle in 2.1.

2.3 Reasoned Justification for Guiding Principle 2: Highway improvements should take account of the specific traffic flow and character of the road to ensure the proposals are not over specified.

2.4 Justifying Interventions: The justification for all interventions should be set out and the

justification itself based on evidence. Reference to this guide should be made when departures from its advice occur. Except for the A40, none of the roads that pass through the Wye Valley AONB can be classed as busy and this fact should be used to reduce or avoid interventions. Generalised guidance for road classes, such as A-roads, should not be followed because it is not directed towards the special needs of Areas of Outstanding Natural Beauty. This guide will help to provide context for A-roads and busy strategic roads in the AONB.

2.5 Taking a longer term view: The rural character of a section of road can often depends on

small features, and changes to these can greatly alter perceptions of the area. The cumulative effect of these small works should be recognised. This may require a longer term view as each successive period of work may be several years apart. Examples include the installation of kerbs, additional signs, the use of concrete and the erection or upgrading of street lighting.

2.6 The setting in the landscape: Where possible, ensure that the road belongs in the

landscape rather than imposes upon it. A problem throughout the countryside adjacent to urban areas is the temptation to over-tidy. Nature is not tidy and uniform and consequently any engineering structure in rural areas must blend into its landscape setting. For example, this means soft edges to verges are more acceptable along roads in the countryside and trees immediately adjacent to the highway are commonplace, even expected. Bright colours are visually intrusive and geometric shapes and straight lines can look out of place and should be avoided except where a significant, evidence based, safety issue exists.

2.7 Cost savings: Minimising the work invariably minimises the construction and maintenance

costs.


2.8 Don’t be afraid to take no action: The continual stream of new and amended regulations and standards can make it harder to advocate doing nothing, or at least doing very little. Designers need considerable experience and confidence to take the often harder route of not installing the additional sign, kerbs or vehicle restraint barrier. It is therefore vital that the need for action is clearly demonstrated. Many standards today try to ensure the appropriate balance is struck such as DMRB TD19 concerning road restraint systems which says at paragraph 2.5;

(iii) the decision taker must not be afraid of doing nothing, if to do nothing is the proper conclusion fromfollowing the Road Restraint Risk Assessment Process (RRRAP).

2.9 Reviewing Signs: As part of the regular inspection regimes the need for street furniture

should be reviewed. Street lights, signposts and lines that no longer serve a purpose should be removed rather than just being left to decay over time. Temporary signs could have their removal date marked on the rear to ensure they are removed as soon as possible or a database used to ensure their timely removal.

2.10 Reasoned Justification for Guiding Principle 3: Unless there is an overriding reason, copy the style and materials that have been used over time.

2.11 Categories of Roads in the Wye Valley AONB: The ‘A’ and ‘B’ roads passing

through the AONB are listed below. • A40, trunk road from the end of the M50 to south of Monmouth • A49, 11km between Harewood End and Ross-on-Wye • A449 from the end of the M50, for 3km north towards Ledbury • A4137,for about 4km north of Whitchurch • A4136, between Monmouth and Coleford • A466 from Monmouth to Chepstow • B4224 Mordiford to Old Gore • B4234 Ross-on-Wye to Lydbrook • B4432 Goodrich to Coleford and the B4229 link to the A40 • B4226 near Coleford • B4228 St Briavels to Chepstow • B4293 Monmouth to Chepstow • B4235 near Chepstow

2.12 Traffic Speeds in the Wye Valley AONB: Only the A40 allows sustained ‘high speed’

to be used in the AONB. All other roads generally impose lower speeds because of speed restrictions or because their horizontal and vertical alignment and forward sight visibility fall well below high speed standards. Except for the A40, all the roads in the AONB are single carriageways.


2.13 Traffic Flows within the AONB: The A40, A49 and A449 are important in a strategic context and carry moderate amounts of traffic. The remaining ‘A’ roads provide more local needs and carry relatively little traffic compared with ‘A’ roads generally in the country. This is advantageous for the AONB and reinforces the need to consider appropriate standards for the AONB, rather than relying on more generalised standards.

2.14 Historic Character of the Roads: Where it is essential that work must be carried out,

this should reflect the historic character of the road rather than introduce new materials which leads to the third guiding principle in 2.10.

2.15 Kerbing: Avoid kerbs, upgrading or extending lighting or introducing different types of fencing to that used historically in villages and rural areas. Use traditional painted sign posts that add to the character rather than those that urbanise or detract from the quality of the environment.

2.16 Use of Environmentally Friendly Alternatives: When tackling a safety issue there is often more than one solution. Innovative thinking should lead to the design of a scheme that improves safety whilst conserving or even enhancing the surrounding environment without undue costs. There are many environmentally friendly alternatives available so every effort should be made to use them where practicable.

2.17 Considering the AONB when safety is the priority: These guidelines are designed

to be adhered to whenever possible but it is acknowledged that in some circumstances there will be safety issues that require work to be carried out that does not comply with these guidelines. For example, a poor collision history at a junction may mean that additional signing, lining and lighting needs to be installed. In these situations, safety has to be the higher priority but options to minimise the environmental impacts should be implemented as set out in this document.

2.18 Reasoned Justification for Guiding Principle 4: Consult with the AONB Office

2.19 Consultation with the AONB Office, intervention level: Even small changes in

design and layout can dramatically change the impact of the work. It is therefore difficult to be prescriptive of what work should be passed to the AONB Office for comment. Fortunately relatively little work is carried out in the AONB and initially it would be helpful for the AONB Office to be consulted on all proposed work, perhaps using a yearly programme of works or similar information prepared for other reasons. This would allow this guide to be developed and lessons learnt to be incorporated. With experience the consultation with the AONB Office could well be reduced.


3 The Guidelines 3.1 ROAD SIGNS Road signs are essential for safety and guidance however they are intrusive and must be justified against their impact in the AONB. Although signs are controlled by Traffic Sign Regulations and General Directions (TSRGD), relaxations and ‘departures’ can currently be obtained on application to the Department for Transport. It is likely the rules will be reduced in the future leaving local highway authorities some freedom for innovation. 3.2 X HEIGHTS For new and replacement signs in the AONB careful thought should be given to the choice of ‘x’ height. The standard ‘x’ height is often not appropriate in the AONB because of the impact of the sign and because the topography, road standards, traffic flows and speeds are often all lower than generally on the highway network. In addition the need for many signs to be bilingual increases the size of signs. This means a reduced ‘x’ height can be justified. The impact of a reduced ‘x’ height on the size of a sign and its visual impact is dramatic. x ht = 250, area 53 sqm; x ht = 200, area 34 sqm (64%); x ht = 150 area, 19 sqm (36%) 3.3 SIZE OF SIGNS The size of many signs is related to the 85 percentile speed. Recent extensions to, or lowering of, mandatory speed limits often means signs erected before the change are excessive for the new speed limit. Also, on the approach to T junctions where everyone needs to give way or stop the smallest ‘x’ height can be assumed to be in the ‘up to 20 mph’ group. Although not in the AONB, the sign to the right has an ‘x’ height of 150mm which is only recommended for high standard rural roads with 85 percentile speeds of 40 to 50 mph. This sign is now in a 40 mph limit and it is for a T-junction where everyone must almost stop.


3.4 SIGN CLUTTER Sign clutter grows with time when additional signs are added without consideration of existing signs and each with their own post. Omit all but the most essential signs that are mandatory or can be justified in the context of the AONB. 3.5 POST CLUTTER

All the statutory undertakers as well as the highway authorities have a duty under the CRoW Act to consider the beauty of the AONB and should be prepared to work together to rationalise poles, posts and signs.

3.6 POSTS AND POLES The sign face is the important part for the road user, not the pole or post, or the rear of the sign, which should be as unobtrusive as possible. Here the vehicle triggered speed sign has been added but the opportunity should have been taken to mount the existing signs on the new post and to remove the spare post length above the detector. If in addition the post was painted the impact would be significantly reduced and the signs would be more obvious. A 600 mm high triangular sign has an area of 0.2 sqm. If mounted at 2.1m high on a 76.1mm diameter post, the post has 80% of the area of the sign. If the rear view is also considered the useful sign only forms just over one quarter of the total visible area. It is therefore imperative that every effort is used to minimise the impact of the post and rear view. This can be done by painting it an appropriate colour, setting against a backdrop of hedges or trees, to blend in and remove the rear view, sharing a pole with other signs or using an existing lamp column etc.


If, as on the ‘bend ahead’ sign, a 114.3mm post is used, only 1/5 of the visible area is useful. With this backdrop, if a 76mm post was used and painted green the impact would be greatly reduced as can be seen with the almost invisible posts below. 3.7 BACKBOARDS Do not use backboards in the AONB unless it can be demonstrated they are essential. Clean retro-reflective signs show up well against most backdrops but backboards may be needed in exceptional cases with justification from accidents statistics. In fact with this background the signs would be readily seen as evidenced by the sign on the right. 3.8 SPEED LIMIT REPEATER SIGNS. The 1994 TSRGD simplified the rules for repeaters by only requiring them to be sited ‘regularly’ rather than at specified distances. The intention was to give greater flexibility in the placement of signs. This flexibility can be used to benefit the AONB. The previous advice required repeaters at 400m or 500m spacing for 30mph and 40mph respectively which was based on passing a sign roughly every 30 seconds when travelling at the speed limit. This leads to numerous posts and signs that can now be reduced provided they are still ‘regularly spaced’. Whilst there are ‘recommended’ spacings it is considered these can be safely increased in the AONB whilst still satisfying the legal requirements.


3.9 FLAG SIGNS Use flag signs to indicate side roads, they give more information, positively identify the location of the side road rather and are less intrusive than Dia 506.1 ‘side road ahead’ which, although giving a warning, is of limited value.

3.10 AVOID BREAKING THE SKY LINE It is not always possible to avoid breaking the sky line, particularly if there are two signs mounted on the same post. However, in this case it might be preferable to break the sky line rather than have two signs mounted separately. 3.11 MOUNTING HEIGHT Use the lowest possible mounting height. The impact would be further reduced if post was painted green. 3.12 PAINT LIGHTING COLUMNS POSTS AND REAR OF SIGNS Painting lighting columns can dramatically reduce the impact. The columns in the two photographs to the right are almost totally lost in the background with only the luminaire hoods noticeable. Perhaps these should be painted as well?


Similarly painting the rear of signs an appropriate colour, see images below, can greatly reduce their impact, as shown in the image on the right.

3.13 USE TRADITIONAL FINGER POSTS AND

MILESTONES Traditional finger posts and milestones should be retained and conserved. New finger posts to a traditional local design should be considered as replacements for modern, standard signs in villages and along routes of special character. 3.14 REVIEW OF SIGNS FOLLOWING CHANGES Following the imposition of speed limits the need for existing signs should be reviewed. The ‘bend ahead’ sign may not be necessary as the bend is now in a 30 mph limit and the motorist has been in a 40 mph limit for some distance and a gateway feature has been added.

Digitally modified


3.15 CLEAN AND VERTICAL

Strong geometrical shapes, such as road signs, are not natural and should be avoided in the AONB. However, when they are necessary their impact is minimised if they are clean and vertical. Signs and posts that are not vertical ‘catch the eye’ more than is useful. Signs should be clean, as those obscured by dirt are more likely to be ignored.

3.16 REMOVAL OF SPARE POST AND TEMPORARY SIGNS Spare posts should be removed immediately after removal of the sign. Although good use has been made of the lighting column (left hand photo), without removal of the original post, nothing is gained. Also temporary signs should be removed as early as possible (right hand photo). Posts without signs are an illegal obstruction in the highway.

3.17 GATEWAY SIGNS Village signs are increasingly being used in the Wye Valley AONB as part of a 'gateway' to a village, performing a traffic calming function along with information provision and local distinctiveness.


3.18 STREET AND OTHER NAME PLATES Street name plates are not traffic signs regulated by TSRGD and are usually a District or Unitary Council responsibility. Aside from the primary aim of identifying the name of a street, these can also help to create an identity and character of an area. Sensitive colour coding of signs to match with other street furniture, or incorporating a specific logo onto the sign can help a visitor to identify a particular area of interest. The ‘standard’ in the Wye Valley AONB is white on green which should be followed in the absence of a locally distinctive alternative. This is similar to the ‘gold on green’ style used for the town of Monmouth as shown here. 3.19 AONB GATEWAY SIGNS Gateway signs to designated areas are often provided and have become an important way of identifying an area. Sensitively designed and located they can raise the awareness of the AONB and therefore its protection and enhancement. 3.20 VEHICLE ACTIVATED SIGNS Except on motorways and for specific events, emergencies and occasional installation to encourage speed compliance, Vehicle Activated Signs (VAS) are not appropriate in an AONB. The impact of some of these signs is also increased by the use of solar panels and wind turbines. 3.21 LORRY ROUTES Some lorries use inappropriate non-strategic routes that do not have legitimate business in the area. These journeys can be deterred by removing inappropriate long distance destination signs, in and around the AONB. 3.22 TOURIST INFORMATION SIGNS These signs should conform both to this guide and also to Local Authority guidance.


3.23 LINING Centre line marking is reasonably rare in the AONB and this should continue to be the case. Clearly centre line markings are vital on the more heavily trafficked roads but less so on other roads. Removing centre line markings has been shown to reduce traffic speeds. Road edge marking with a continuous white line should not be provided in the AONB without evidence that motorists are failing to stay on the carriageway. Edge lines, like centre lines encourage speed. When restrictions on waiting or loading apply, narrow primrose lines should be used instead of standard width and colour. 3.24 LIGHTING There is limited road lighting in the AONB and what does exist is best described as footway or community lighting rather than road or street lighting. When highway improvements are essential there is inevitably a desire to upgrade all the elements including lighting, but this needs to be resisted, except for providing white, rather than yellow colour. A TRL published Project Report PPR318 of April 2009 considered ‘The impact of street lighting on night-time road casualties’. It was designed to improve the basis on which the cost-benefit of lighting is calculated. It was not able to do this because of the lack of independence between lighting and accidents. This was thought to be “because the majority of sites which can benefit from street lighting already have it installed”. It therefore is unlikely that new lighting schemes are required in the AONB, given the relatively low traffic flows and speeds. The Institution of Lighting Engineers, in their Guidance note GN01, recognises that AONBs are intrinsically dark landscapes. Opportunities should be identified to reduce lighting by removing street lights, providing luminaires with full horizontal cut off and 0° uplift, or part time switch off at night and replacing illuminated road signs with retro-reflective signs. Fortunately light pollution in the AONB is less than most areas but as a consequence any inappropriate lighting has a disproportionate impact. 3.25 BOLLARDS The use of illuminated bollards should be avoided within the AONB where it does not contravene legislation.


3.26 ROAD EDGES Kerbs are an intrusive feature along country roads and are a major contributory factor in urbanising the countryside. The primary functions of an upstanding kerb are for drainage purposes and to support the carriageway edge. Kerbs should not be installed along rural roads in the AONB unless there is an overriding safety reason to do so. If edge support is required a flush channel block should be used, which can be surfaced over. If kerbs are essential, new precast kerbs should be avoided as they are whiter and more resistant to softening growth. Consequently they have a far greater visual effect. Reclaimed kerbs, stone kerbs or setts should be used. Where there is existing granite or stone kerbs these should be retained and if necessary, replaced with like for like. Kerbs should be set as low as possible and not lifted to ease future resurfacing as it makes the kerb an intrusive feature for many years. The impact of the kerbed entrances on a road otherwise without kerbs is detrimental. (See right) Where positive drainage is required it is usual to provide kerbs but this is not essential except where longitudinal gradients are poor. In these cases filter drains may be a less intrusive solution. On minor roads, small grips (transverse trenches) properly maintained should be adequate drainage. 3.27 SURFACING When travelling along a road, the surface forms about one quarter of the view and can easily detract from the attractiveness if the surfacing is out of character. Use of surface dressing using a local stone is invariably the most harmonious solution. This provides a waterproof layer and skid resistance. Coloured surfaces used to provide contrast are visually intrusive and should not be used unless there are overriding safety considerations which cannot be addressed in any other way. Where a coloured surface is considered essential, buff is preferred to red. Similarly tactile paving at road crossing points for the visually impaired should be buff rather than red.


3.28 VEHICLE RESTRAINT SYSTEMS (VRS) Although safety fences are visually intrusive, they are an essential safety feature. New barriers should only be erected where there is a proven need and no other equally effective and less intrusive safety measure is available. Timber clad barriers are now available that have far less visual impact.

Passively safe or frangible posts should be used to avoid the need for vehicle restraint systems. Lattix posts (see image to right) should not be used but Jerol and similar posts that look like the standard posts are acceptable. Currently only grey colour is available as the colour is part of the material. It is hoped more colours will become available as demand increases. 3.29 BRIDGE PARAPETS Bridges are a rarity in the Wye Valley AONB and are generally used to cross small ditches and streams. However the few bridges over the River Wye are attractive and any maintenance needs careful consideration. The signals for one way working where the A466 crosses the River Wye has been carried out with minimal impact however the siting of control boxes also needs careful thought. Where parapets must be upgraded it is essential the choice of material is sympathetically made; with stone and brickwork being far more acceptable than concrete which in turn is more acceptable than steel, even if painted.


3.30 OTHER STRUCTURES ~ BUS SHELTERS, SALT BINS, NOTICE BOARDS

New structures must enhance the AONB by careful chose of location, use of materials, colour and size. Advertisements should be avoided. Salt bins are designed to be partially buried and are also available in green. 3.31 FACILITIES FOR WALKERS, HORSE RIDERS AND CYCLISTS New routes should not be created without consultation with the AONB Partnership. The surface treatment of new and existing routes should be chosen with care to avoid urbanising the landscape.


Acknowledgements Many other AONBs and Protected Landscapes have worked with their Highways Authorities to conserve the designation. These have been taken into account in composing this document. In particular Wye Valley AONB Partnership gratefully acknowledge the assistance of the Malvern Hills AONB, Chilterns Conservation Board, Bedfordshire County Council, Buckinghamshire County Council, Hertfordshire County Council and Oxfordshire County Council who have allowed their report Environmental Guidelines for the Management of Highways in the Chilterns to be used as the basis for this report. Appendices:

1 Bodies Covered by the Countryside and Rights of Way Act

2 The ‘On the Road Version’ 3 Consultation list.


Appendix 1 - Bodies Covered by the CRoW Act 2000 The CRoW Act 2000 applies to any Minister of the Crown, any public body, and statutory undertaker and any person holding public office. The ones that are of interest in this guide are the main public bodies and the statutory undertakers. ‘Public Bodies’ include county councils, county borough councils, district councils, parish councils or community councils. (Not an exhaustive list) ‘Statutory Undertakers’ cover many organisations and various Acts create statutory undertakers. Section 8(1) of the Acquisition of Land Act 1981 defines statutory undertakers as "any person authorised by any Act or any order or scheme made under or confirmed by any Act, to construct, work or carry on any railway, light railway, tramway, road transport, water transport, canal or inland navigation undertaking, or any dock, harbour pier or lighthouse undertaking, or any undertaking for the supply of hydraulic power, or the Civil Aviation Authority or the Post Office".

The term "statutory undertaker" also includes the holder of a licence under Section 6 of the Electricity Act 1989 to generate, transmit or supply electricity and who is authorised to acquire land compulsorily under that Act.

Statutory undertakers includes organisations licensed by the government to dig holes in roads, verges, footways (pavements) under The New Roads and Street Works Act 1991 (NRSWA), essentially they include all the well known utilities – Gas, Electricity, Water, British Telecom, Cable Television, - as well as other telecommunication companies.

A health service body as defined in Section 60(7) of the National Health Service and Community Care Act 1990, and a National Health Service Trust established under that Act or under the National Health Service (Scotland) Act 1978 is also a statutory undertaker.

The Homes and Communities Agency (HCA), which is the national housing and regeneration agency for England, is also a statutory undertaker. Their designation is created by the Housing and Regeneration Act 2008 which modifies other acts.


Appendix 2 – On the Road Version This has yet to be completed INSERT MAPS OF AONB

GUIDING PRINCIPLES

Conserving the Naturalness of the Designation: The informality and apparent 'naturalness' of roads in the AONB is fundamental to the appeal of the area. Any sort of engineering feature, even white lines, detracts from their 'fit' into the landscape. Therefore:

1. Unless there is an overriding safety issue, do as little as possible.

2. Take account of the specific traffic flow and character of the road to ensure the proposals are not over specified.

3. Unless there is an overriding reason, copy the style and materials that have been used over time. Use the same fence, kerbs and walling styles that have been there for a long time.

4. Consult with the staff in the AONB Partnership Office. Avoid kerbs, upgrading or extending lighting or introducing different types of fencing. Kerbs should not be installed along roads in the countryside unless there is an overriding safety reason to do so. If edge support is required, a flush channel block which can be surfaced should be used. Where kerbs are essential, reclaimed kerbs or stone kerbs, or setts should be used. Existing granite or stone kerbs should be retained or, if necessary, replaced with like for like. Set signs against a backdrop of hedges or trees. Use the lowest possible mounting height. Use the smallest and least number of posts. Retain existing historic sign posts where possible and replace like with like. Paint the rear of the sign an appropriate colour SPECIFY. Traditional finger posts & milestones should be retained and conserved. Always review the existing signs in an area before proposing new signs – it may be others can be removed, whilst still satisfying safety requirements. Before renewing signs review the need for the signs against their purpose and these guidelines and omit signs whenever possible. Avoid a sign post by sharing an existing post, lighting column provided the result is not too tall. Passively safe or frangible posts should be used to avoid the need for VRS vehicle restraint systems. Lattix posts should not be used but Jerol and similar are acceptable. Minimise the use of road lines and avoid road edge marking unless there is evidence it is essential. When restrictions on waiting or loading apply, narrow primrose lines should be used instead of standard width. The use of illuminated bollards should be avoided in the AONB.


Appendix3:ConsultationList.

GloucestershireCountyCouncilHighwaysAuthority

HerefordshireCouncilHighwaysAuthority

MonmouthshireCountyCouncilHighwaysAuthority

WyeValleyAONBTechnicalOfficersWorkingParty

wye valley aonb highway design guide consultation...

Documents