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TECHNICAL APPENDIX

TO BETTER PLACES TO WORK

AND BETTER PLACES TO LIVE

IN SOUTH YORKSHIRE

Contents

Contents

TECHNICAL APPENDIXTO BETTER PLACES TO WORK

AND BETTER PLACES TO LIVE IN SOUTH YORKSHIRE

1 Objectives Quality Environment Streets for People, not Cars Development Framework

2 Road Hierarchy Design of Layouts

Industrial/Commercial Distributor/Access Roads Residential Access Roads Design Criteria

3 Speed Restraint/Safety Need for speed restraint

Type of speed restraint control measures 4 Public Transport Bus Integration

Bus Stop Design 5 Transport Assessment, incl. Travel plans 6 Pedestrian Movement Accommodating the Pedestrian

Design Considerations 7 Cycling Design Issues

Cycle Facilities 8 Parking and Servicing

Residential Commercial/Industrial

9 Landscape Works Themes

Materials Maintenance

10 Environmental Matters Site Investigation

Noise/Smoke Nuisance 11 Crime Prevention and Safety General

Lighting 12 Development and Flood Risk Assessment

13 Sustainability and Waste/Safety Audit Introduction

Sustainability Action Plans Waste Audit Safety Audit

14 Adoption of Highways/Advance Payments/Section 38 Adoption Policy APC Procedure Section 38 Agreements

15 Public Utilities Location 16 Street/Road Lighting 17 Drainage Design of Highway Drainage

Sustainable Urban Drainage 18 Highway Structures Definition

Approval Procedure 19 Payments to the Highway Authority 20 Miscellaneous APPENDICES BIBLIOGRAPHY USEFUL CONTACTS ACKNOWLEDGEMENTS

Contents TECHNICAL APPENDIX TO BETTER PLACES TO WORK AND BETTER PLACES TO LIVE IN SOUTH YORKSHIRE

Foreword

The Objective 1 programme recognised the need for design guidance for commercial developmentand a Business Park Design Guide has been produced entitled 'Better Places to Work in SouthYorkshire'. In addition, a Residential Design Guide has been produced entitled 'Better Places toLive in South Yorkshire'. This guide predominately concentrates on planning and design principlesand the development of a process to be adopted when designing layouts for residentialdevelopments. To supplement the aforementioned design guides the four South Yorkshire local authorities andthe Passenger Transport Executive has commissioned the production of this Technical Appendix.This technical guide assists designers in the detailed design of the layout and provision of highwayand transportation facilities for residential and commercial developments. It consists of two parts namely :- Part 1 - Design Principles Part 2 - Specification of Construction materials and standard construction details This Technical Appendix will provide developer's design teams with greater clarity and certaintywith regard to the requirements of the Local Planning Authorities in South Yorkshire in a consistentapproach to both design and layouts. The guidance provides an interpretation of nationalGovernment polices and advice in the construction of new developments. It is hoped that theadvice contained in this Technical Appendix will produce development that is fit for the purpose,sustainable, well served by public transport and provides alternative means of travel and choice ofmovement options.

Objectives

Quality Environment

1.1. It is intended that this aid to design will provide those undertakingdevelopment with the necessary information to stimulateinnovative design and provide the opportunity for the creation of aquality environment within future schemes throughout SouthYorkshire.

1.2. The existing high standard and variation of development in andaround the existing towns and villages of South Yorkshire needsto be improved even further in future developments in order thatwe create an attractive, safe and nuisance free environment.This standard equally applies to commercial and industrialdevelopments.

1.3. Designs will be encouraged to incorporate quality materials thatare visually attractive, require minimum maintenance and are inkeeping with the immediate character of the area.

1.4. The creation of good design is a partnership betweenstakeholders where commonsense and flexibility are to beencouraged. The aim of "Places to Live" in South Yorkshire is toprovide a non-prescriptive framework, which leads to the creationof an attractive sustainable environment. The aim of "Places toWork" is similarly to provide a pleasant effective environmentwithin commercial and industrial development sites.

1.5. The planning of future developments can contribute significantlyin reducing the need to travel especially by car. A 'New Deal forTransport: Better for Everyone' outlines the framework and futurestrategy for the integration of transport modes and promotion ofmore sustainable forms of transport including walking, cyclingand public transport.

1.6 The design and planning of new residential/commercial schemesmust foster the principles of sustainable development. Theimplementation of such principles can promote social cohesion,reduce the demand for travel and create a quality environment forpeople to live and work.

Streets for People, not Cars

1.7 In developing a framework for new layouts, priorities for allmovements need to be established. The first and foremost modeis by foot followed by cycle, public transport and finally the car.The needs of people with disabilities should also receiveparticular attention and by so doing making movement easier foreveryone.

DESIGN PRINCIPLES

1. The Objectives

1.8 Developments should be designed to emphasise a sense of place and community, with routes for the movement of people established which will enhance those qualities. The needs for people with disabilities should also receive particular attention and by so doing make movement easier for everyone.

1.9 Providing a Development Framework

The designer should be mindful of the principle of Design Bullentin 32 and ensure that a comprehensive approach is used to establish a sound development framework. To encourage maximum flexibility developers should address the seven key questions raised by "Places, Streets and Movement", which are similarly applicable.

CHECKLIST

Have the main characteristics of the locality been fully understood and taken into account? These include local topography, existing building types and layouts, trees and planting, and existing routes and linkages.

Has a framework for development been drawn up and agreed? A framework (or development brief) is a desirable prerequisite for projects of any size, whether it be a small group of houses on an infill site or a major edge-of-town development.

Does the framework design aim to create a distinctive place through the density and layout of buildings and spaces?

Has every effort been made to facilitate access between mixed uses as a way of enhancing the vitality of the development and reducing the need to travel?

Do the streets and spaces contribute to making a high quality public realm, for the enjoyment of people of all ages, or are they designed primarily for the movement of vehicles?

Does the framework provide for all forms of travel, including walking, cycling and public transport? Has the framework considered existing public transport services and connections through footpaths to the new development.

Has full account been taken of the need to create places which will be safe and well cared for, and where the statutory services are integrated but do not dominate the layout?

Chapter1 Objectives

Road Hierarchy

2. Road Hierarchy

The Design of Layouts

2.1 The highway forms an integral part within any new residential and commercial/industrial development, and therefore cannot be considered in isolation from the overall design; all elements involved in the production of a satisfactory and pleasing final product must be considered together at as early a stage as possible (see 'Places to work' and 'Places to Live').

2.2 This section deals with the concept of hierarchy of roads within residential and commercial/industrial estates, from a small scale cul-de-sac where pedestrian movements are predominant and vehicle speeds are restricted, to distributor roads catering for the free flow of the largest of vehicles. The design of the estate using this hierarchy should prevent areas where people live or work being intruded upon by traffic from outside their immediate area whilst maintaining ease of access for residents, visitors and service vehicles to their homes and workplaces.

2.3 The layout and design of roads and footpaths must be an integral part of the overall design concept. The approach adopted by this Guide is not to present a rigid set of rules to be followed in the design of layouts or to present standard layouts that can be applied but advises on objectives and principles while indicating minimum standards to be met where necessary.

2.4 Different types of road have different intended functions within the road hierarchy.

2.5 The following road types have been identified as appropriate for serving new developments, with the construction categories added:-

• Industrial/Commercial Local Distributor Road (Category 2) - Links to Main Roads with no direct vehicle access for industrial/commercial premises

• Industrial/Commercial Access Road (Category 2) giving direct vehicular and pedestrian access to individual premises and links to Industrial Local Distributor Roads

• Main Road (Category 3) - Links collector roads to local streets and accommodates through traffic

• Parade (Category 3) - Main road with access to facilities

• Collector Street (Category 4) - Feed one or more main roads

• Local Street (Category 4) - Links to Collector Street or other Local Streets

• Village Street (Category 5A) - A traditional street with access to properties

• Square/Mews Court/Home Zones (Category 5B) - Shared surface providing access to properties and links to local streets

• Shared Private Drive (not adopted) gives direct access to a maximum of 5 dwellings

Industrial/Commercial Local Distributor Road

2.6 A through road which carries a high percentage of heavy goods vehicles. It links Industrial Access Roads to other Distributor Roads and avoids residential areas.

2.7 It is a single carriageway road, normally with a footway on both sides. In many cases such roads will be used as bus routes.

2.8 The road will generally be designed to restrain vehicle speeds to a maximum of 50kph (30mph).

2.9 In new developments, direct vehicle access to individual premises will not normally be permitted. Where direct access is permitted this would only be to large commercial premises, and subject to junction design and spacing and the provision of turning facilities for commercial vehicles within the site.

2.10 Specific facilities for cyclists will normally be necessary. These facilities could take the form of cycle lanes within the carriageway. Where this is not practical separate cycleways may be appropriate.

2.11 In many cases it will be necessary to install measures to assist pedestrians and cyclists to cross at busy junctions and close to bus stops.

Standards

Design Speed 30mph (50kph)

Minimum Carriageway width 7.3m

Footway width 2 x 2.0m minimum - 3.0m adjacent bus stops

Minimum centre line radius 60m

Maximum gradients 5% - desirable

Junction spacing (centre line to same side - 60m opposite sides - 35m

centre line)

Cycle Lanes 2 No. x 1.5m (minimum)

Chapter2 Road Hierarchy


Industrial Access Road

2.12 A road giving direct vehicular and pedestrian access to industrial premises and linking them to Distributor Roads.

2.13 It carries a high percentage of heavy goods vehicles.

2.14 It is a single carriageway road, normally with footways on both sides.

2.15 It should provide two points of access but may be a cul-de-sac provided it is less than 300 metres long with turning facilities for commercial vehicles. Buses will only enter commercial/industrial development sites if there are two points of access. If the access road is a cul-de-sac, the development should concentrate on providing suitable footway links to public transport services.

2.16 Turning facilities for commercial vehicles should also be provided within all individual premises.

2.17 The road will generally be designed to restrain vehicle speeds to a maximum of 50kph (30 mph).

Standards


Minimum Carriageway width 7.3m

Footway width 2 x 2.0 minimum - 3.0m outside bus stops

Minimum centre line radius 35m (except at speed reducing features) and subject to localised bend widening

Junction spacing same side - 60m – opposite (Centre line - Centre Line) sides - 35m

Residential Roads

Main Roads/Parades

2.18 Main Roads/Parades are roads within large developments carrying high traffic flows and should be through routes

2.19 Attention is drawn to the recommendations of TD 9/93 (Junctions) which states that a right turning lane junction or a roundabout should be considered for new urban junctions with side road traffic flows in excess of 500 vehicles per day (2 way AADT).

CObj iR d Hi h


2.20 These roads are designed to facilitate traffic movement, are bus routes and the motorist generally enjoys priority although the safe movement of pedestrians is still catered for. They will generally be designed to restrain vehicle speeds of 30mph through the alignment of the road and the possible use of roundabouts at significant junctions. At particular locations, such as outside schools/shops restraint of speeds to 20mph may be required. Any speed restraint measures on these roads must take into account the requirements of buses and the emergency services.

2.21 Where these roads are required, the visual monotony, such as the continuous views of garden fencing or walls can be reduced by a limited amount of frontage development, provided it is accessed by a specially constructed access road parallel to but separate from the main highway, or by the use of minor access ways. Where permitted, dependent upon other junctions, such accesses/shared private drives shall be provided with adequate turning facilities for service vehicles, otherwise no direct access is allowed.

Standards

No. of dwellings Unlimited Design Speed Main Road 30mph (48kph) Parade 20mph (32kph)

Carriageway width 6.0 metres minimum (7.3m may be required where traffic types dictate)

Footway width 2 No. 2.0m minimum (see Chapter 15 - Public Utilities) Segregated from carriageway by verges 4m outside schools

3m outside bus stops

Verges Average 2 metres (variable width recommended for interest)

Minimum centre line radius 40m - desirable

Maximum gradients 6% desirable

Junction spacing same side - 60m) for simple opposite sides - 35m……. ) junctions

Cycle lanes 2 No. x 1.5m (minimum) desirable (1 No. essential)

2.22 NB. Care will be needed in positioning junctions to ensure that combination of curving alignment and visibility splays does not sterilise excessive land.


Collector Streets

2.23 Collector Streets are the main routes within a residential area for all modes of movement, including buses. They will generally provide a link between Main Roads and Local Streets.

2.24 Collector Streets are roads within larger developments carrying higher traffic flows and will be required where a residential road would serve, directly or indirectly, up to 750 dwellings.

2.25 They will generally be designed to restrain vehicle speeds to 20mph if possible through the alignment of the road and other street features (see page 50 of "Better Places to live in South Yorkshire")

Standards

No. of dwellings up to750 dwellings


Minimum carriageway width 5.5m - (6.0m where a bus route is provided plus necessary bend widening)

Footway width 2 No. 2.0m minimum

Verges May be required

Minimum centre line radius Subject to design

Maximum junction spacing same side -30m (centre line to centre line) opposite sides- 15m

Local Streets

2.26 Local Streets serve up to 300 dwellings, they provide direct access to property and are intended to cater for access traffic only. In their layout, the needs of safety, security, and the creation of an attractive environment predominate over the needs of moving traffic.

2.27 Local Streets should preferably have two points of access. Where two points of access are provided, buses may require access. Local streets, greater than 200m in length, should be designed to accommodate public transport. For properties accessed directly from Local Streets a space for turning a car may be requested within the curtilage in sensitive locations.

2.28 Generally Local Street layouts should be such that they do not form an attractive through route and vehicle speeds are restrained. Design speeds should generally aim for 20mph, however, on some large layouts 25mph may be appropriate where the lower speed would give unacceptably long access times.

ContentsObjectives


2.29 Target speeds may be achieved by keeping lengths of road without speed restraints to less than 100 metres. The full range of speed restraint measures are available on Local Streets (see Page 50 of "Better Places to Live in South Yorkshire"). The choice of which speed restraint measures should be promoted will vary if used as a bus route.

2.30 It is accepted that where frontage road access is provided on-street parking will often occur. The requirement for a minimum carriageway width of 5.5 metres is designed to cater for vehicles reversing. If a bus route, the carriageway width would need to be increased to 6m.

2.31 In certain circumstances the use of parallel parking bays will be permitted to create character and interest along the length of the street.

Standards

No. of dwelling up to 300 dwellings

Design Speed 20mph (32kph) - 25mph (- 40kph)

Minimum carriageway width 5.5m (6.0m if bus route)

Footway width 2 No. 2.0m minimum (3.0m if bus shelter is to be provided)

Minimum centre line radius Subject to design

Maximum gradients 7%

Junction spacing same side - 30m (centre line to centre line) opposite sides - 15m

Village Streets

2.32 Village Streets serve up to 100 dwellings, they provide direct access to property and are intended to cater for access traffic only. In their layout, the needs of safety, security, and the creation of an attractive environment predominate over the needs of moving traffic.

2.33 Village Streets should preferably have two points of access. If two points of access are proposed, a bus route can be accommodated if and when desired.

2.34 Generally Village Street layouts should be such that they do not form an attractive through route and vehicle speeds are restrained. Design speeds should generally aim for 20mph.

2.35 It is accepted that where frontage road access is provided on-street parking will often occur. The requirement for a minimum carriageway width of 5.5 metres is designed to cater for vehicles reversing out of driveways. Where there is no direct access to property, or for other reasons it can be demonstrated that on-street parking will not take place, widths may be reduced to a minimum of 4.8 metres at localised areas. If a bus route, the carriageway width would need to be increased to 6.0m

Standards

No. of dwelling up to 100 dwellings

Design Speed 20mph

Minimum carriageway width 4.8m (6.0 if bus route)

Footway width 2 No. 2.0m minimum (3.0m if bus shelter is to be provided)

Minimum centre line radius Vehicle tracking will be used as the design tool to determine alignments and widths

Maximum gradients 7%

Access and Mews Courts/Squares and Home Zones

2.36 The Access Court has a shared surface for use by pedestrians and vehicles. Buildings and hard landscaping dominate. Careful consideration needs to be given to how and where parking is provided and surface materials chosen to delineate the functions of different parts of the highway/forecourts.

2.37 Access Courts are suitable for serving up to 25 dwellings as a cul-de-sac or 50 dwellings with a link. Designs must restrict vehicle speeds to well below 20mph (32kph) or less.

2.38 These designs are suitable for high density developments in an urban area, conservation areas or village infill sites providing it is in character. These layouts are characterised by dwellings around a central space, which allows clear access for parking and turning. Parking must not be allowed to dominate the central space.

2.39 These areas are predominantly hard landscaping but it is of considerable importance to include special features and soft landscaping to make the area distinctive and an attractive place to live.

2.40 The transition from LOCAL STREET to Access Court must be made abundantly clear to drivers, usually by the introduction of a shallow level change at the entrance to the shared surface and by the use of block paved surfacing. The detail of an entrance to a shared surface is shown in Figure 13/9.


ContentsObjectives


2.41 The shared surface should comprise a core area of minimum width 5.5 metres incorporating a 2.0 metre wide service strip. Casual parking must be kept clear of the core area, and must not dominate the space.

2.42 Normally a 0.5m clearance strip must be provided between the back of kerb and the wall of any dwelling. These areas are to be surfaced to the satisfaction of the Highway Authority and they may be adopted as public highway.

2.43 It is not appropriate to provide formal footway links adjacent to the shared surface of an Access Court and therefore any road where footway links are required will need to be designed as Local Street.

2.44 The access court may take many forms and therefore offers an opportunity for the designer to create character and identity to a development. Straight access courts seem to work less well than angular or curved options, unless they are very short.

2.45 A Home Zone is a street or group of streets where pedestrians have priority and cars travel very slowly, under 15mph. The change in status is emphasised through signing, surfacing, traffic calming, street furniture and planting. Traffic and Use Orders will be required to introduce a Home Zone.

Standards - Access Courts/Squares

No. of dwelling up to 25 as a cul-de-sac up to 50 with a link

Design Speed 20mph (32kph) maximum

Carriageway width 5.5m - 7.0m

Service Strip 2.0m width included as carriageway on "high" side, drainage to "low" side

Minimum centre line radius None

Maximum gradients 1 in 12

Standards - Home Zones

No. of dwellings No upper limit



2.46 The standards for Home Zones are still being developed, but the objectives can be achieved by including:

• Attractive "gateway" feature

• Traffic Calming

• Attractive landscaping

• Seating areas, not necessarily confined to the highway

2.47 For further information the Developer should contact the Highway Authority and/or refer to "Home Zones, Design Guidelines" published by Institute of Highway Incorporated Engineers.

Private Drives

Shared

2.48 Shared Private Drives are unadopted and may serve as a primary access up to a maximum of 5 dwellings. However in view of the on-going maintenance liabilities for house holders, the HA encourages developers to minimise the use of private drives for communal use and seek to extend adoptable areas wherever practical.

2.49 Where private drives are shared the communal area should be easily distinguished from areas associated with individual plots. Areas for individual plots should be of sufficient size to accommodate the required parking standards (an additional parking space shall be provided for each dwelling above the normal provision) to prevent blocking of communal areas. Clear responsibility for the future maintenance of communal areas should be established and explained to purchasers prior to sale.

2.50 Private drives may connect to all road types up to a collector street standard. They should have the following characteristics:

• Serve up to 5 properties

• Be no more than 25 metres long without a turning facility for a fire appliance

• Driveway width of 4.1 metres (minimum) at the junction for the first 10 metres of private shared drive

• Driveway width of 5.0 metres (minimum) at the junction with classified roads at the discretion of the Highway Authority

• Minimum carriageway width of 3.1 metres

• A margin of at least 0.5 metres must be provided between the edge of the drive and any boundary wall

ContentsObjectivesRoad Hierarchy


• Where any building (ground floor plan) is more than 45 metres from the adopted highway, the carriageway shall be 3.7 metres wide, (suitable for emergency vehicles) and designed to carry 12.5 tonne axle loads

• A turning area may be required, but vehicles should be able to enter and leave in a forward gear with the access/manoeuvering space to the satisfaction of the Fire Officer.

• Generally no shared driveway shall be located within 20 metres of a major junction.

• Provide approved lighting for possible adoption in particular circumstances.

• Provision shall be made for the collection and disposal of surface water so as to prevent it discharging onto the public highway.

• Discussions must take place with Public Utilities to ensure each property can be adequately served and provision is made for future access and maintenance of their services.

• private driveway or shared driveway should be surfaced with bound materials to prevent any stones, gravel or similar items from being deposited on the adoptable area;

• In view of the many problems caused by the nature of shared private drives the HA urges developers to reconsider their use, and seek instead to provide adoptable Access and Mews Courts.

Junctions

2.51 A high proportion of accidents occur at junctions so it is essential that they are designed to minimise the hazards to road safety. They need to be designed to ensure that they are adequate for the vehicles likely to use them, and provide good visibility, but must not encourage high speed. In residential areas, or low trafficked routes their design can make positive contribution to managing the speed of vehicles.

2.52 Junctions must be pedestrian friendly with crossing points conveniently located to encourage proper use, and situated where visibility in all directions is optimised; excessive walking distance must be avoided. Tactile paving must be provided to assist the visually handicapped at all dropped kerb crossing points.

2.53 For most road layouts, crossroads will not be accepted. A right-left stagger involves less vehicle conflict and is therefore preferred. However where the opposing arms of crossroads are both small culs-de-sacs or industrial accesses a crossroad layout may be acceptable in specific circumstances.

2.54 The junction radii specified relate to the roads within a 30mph speed limit or less. On existing roads with a higher speed limit, discussions should take place with the Highway Authority.


Table - Junction Radii

From Non-Priority Road Type To Priority Road Type Radius Metres

All Local Distributor District Distributor Contact Highway and Access Roads Authority

Industrial Access Road Industrial Local 15m Distributor Road Main Road Parade, Collector 6.0 (see note a of

Street, Local Street, 2.54.1)

Village Street Square/Mews/Access Court Local Streets, Village 6.0(see note a of Streets, Courts 2.54.1)

2.54.1 May be reduced to a minimum of 4.0 metres subject to all thefollowing criteria applying:-

a. The priority road is speed restrained to 40kph (25mph)or less

b. The non priority road serves less than 50 dwellings

c. Both the priority and non priority roads are not lessthan 5.5 metre wide

d. A turning facility for a refuse vehicle is provided withinthe Square/Mews/Access Courts

e. It provides a significant benefit in design terms

f. It is not to be a bus route


Visibility at Junctions

2.55 The provision of adequate visibility at junctions in both residentialand commercial/industrial areas is vital for road safety, and thedimensions of visibility splays are directly related to the anticipatedtraffic speeds on the major road, and the expected traffic flows onthe minor road.

2.56 The visibility splay is made up of two components the 'X' distancemeasured along the centre line of the minor road from the edge ofthe major road carriageway and the 'Y' distance measured alongthe edge of the major road carriageway from the centre line of theminor road, thus:

2.57 These two points A and B must be intervisible from preferredheights of 900mm at A to 600mm at B i.e. account must be taken ofthe topography of the land.

2.58 No obstructions should exist within the visibility splay, althoughexceptions will be made for trees (providing they have a clear stemof 2 metres) and street lighting columns, signs etc.

2.59 Requirements for X and Y dimensions are summarised as:

X dimension (minor road distance).

9m The normal requirement for major new junctions and for theimprovement of existing junctions between access roadsand district or local distributor roads - for instances wherethe minor road is busy.

4.5m For less busy minor roads and busy private access points.

2.4m The minimum necessary for junctions within a developmentto enable a driver who has stopped at a junction to seedown the major road without encroaching onto it.

2.0m For single dwellings or small groups of up to half a dozendwellings or thereabouts.

Only in exceptional circumstances should a distance of less than 2.0m beconsidered.

Y dimension (major road distance)


TABLE A

Major road speed (kph) 120 100 85 70 60 50 40 30 Major road distance (m) 295 215 160 120 90 70 45 33 TABLE B

Speed Limit (mph) 70 60 50 40 30 20 Major road distance (m) 295 215 160 120 90* 45* *includes an allowance for motorists travelling at 10kph above the speed limit

Tables A and B are drawn from Places, Streets and Movement with thespeeds for residential areas shown in bold. In addition to the dimensionquoted, where it can be shown that vehicle speeds will be contained to either30mph or 20mph the respective Y distances in table B can be amended to60m and 33m respectively

Visibility Zones

2.60 Visibility for drivers turning left into a minor road can be a problem andpotentially hazardous for pedestrians and children playing, therefore visibilityzones around the left hand entry radii may be required, thus:

2.61 The following table gives a guide to providing a visibility radius, tangential tothe kerb, for different junction angles and kerb radii.

Junction Deflection Kerb Radius (metres)

(Degrees) 4m 6m 10m

80 10m 11m 19m

90 9m 10m 19m

100 8m 9m 19m

NB. The Authority reserves the right in Urban Areas and Conservation Areas to relax these recommendations where other features are built into the road environment and road safety is not compromised.


The recommended sight distances relate to vehicle stoppingdistances and are as follows:-

Speed (mph) 10 15 20 25 30

Distance (m) 14 23 33 45 60

2.63 Intervisibility is to be to the same standards as described earlier.The method of determining the forward visibility curve are set on inthe appendix: (forward visibility).

Widening on Bends

2.64 Widening on bends is provided for safety reasons to accommodatelarge vehicles whose swept path is less than the width of theavailable carriageway. However on internal residential roads anassessment of the likelihood of two large vehicles actually meetingon a bend needs to be considered. Where vehicle speeds arecontrolled and large vehicles are only infrequent i.e. refuse vehiclesetc., then the need for localised widening is reduced. In suchcircumstances the larger vehicle can utilise the whole carriagewaywidth available, and wait for any oncoming vehicle to clear the wayahead, however it is essential that there is adequate forwardvisibility to enable the drivers to give way in an ordered manner.Widening needs to be given particular consideration if the road is tobe used as a bi-directional bus route where buses will potentiallymeet and need to pass.

2.65 As a general guide, carriageway widening is normally needed onbends curving through more than 10 degrees along roads servingover 25 dwellings.

Centre Line radius (m) 20 30 40 50 60

Minimum Widening (m) 0.60 0.40 0.35 0.25 0.20

Forward Visibility

2.62 Bends and curves form a natural part of road design and are

important both visually and for maximising the developmentpotential of a site. But it is important that the driver has goodforward visibility of any possible hazard when negotiating a bend.The forward visibility is based on the stopping distance for theaverage vehicle travelling under normal conditions as indicatedbelow.


2.66 Detailed design of bend widening will require a computer aideddrive-through diagram to be prepared showing the necessarydesign changes.

Vertical Design

2.67 Wherever possible roads should follow the topography of the siteto avoid an unnatural appearance, however there are limits to thedesign to ensure the safety of all road users.

2.68 The maximum design gradient generally be 5% for localDistributor Roads increasing to 1 in 12 for other streets. Howevercare should be taken when using steep gradients because of theproblems they cause for pedestrians particularly the elderly ininclement weather.

2.69 The minimum gradients for all roads, footways, footpaths andcycle ways shall generally be steeper than 1.25% to ensureadequate drainage unless specific design methods are installedexcept Access/Mews Courts where the minimum channelgradient shall be 1.25%.

2.70 Where gradients meet it is necessary to introduce a verticalcurve; the design will depend on the actual gradients, visibilityand comfort requirements and these are related to the designspeed and category of the road. The visibility over the crest ofthe curve should be 600mm to 900 mm (as previously detailed) toensure a clear view of children by a car driver.

2.71 The length of a curve is calculated using the formula L=KA


2.72 Where L is the length of the curve in metres, A is the algebraic difference in gradients expressed as a percentage and K is taken from the following table:- Road Type K Value

Design Speeds MPH

Min K Value Minimum Curve

Local Distributor includes Main Roads,

Parades, and Collector Streets plus Industrial

Estate Roads

30 6.5 30*

Access Roads includes Local and Village

Streets 20-25 2.0 20

Shared surfaces includes Squares and

Mews Courts <20 1.0 10

(*subject to intervisibility between 600mm and 900mm above carriageway)

2.73 On higher category roads it is important that the horizontal and vertical alignment are coordinated, both for aesthetic reasons and to improve drivers perceptions of the road alignment.

2.74 At all junctions the gradient of the minor road shall not exceed 5% for a distance of at least 6 metres back from the edge of the major road. If a junction is located where the minor road is steep special attention must be paid to the footway, to ensure that its gradient does not exceed 1 in 12.

Turning Facilities

2.75 A cul-de-sac will normally require a turning head of sufficient dimensions to enable a service vehicle to turn and leave the road in forward gear.

2.76 The visual layout of the turning heads must provide at least the minimum space to accommodate the lengths, widths and radii illustrated in the Appendices. Whilst for some shorter development roads these minimum dimensions may seem large, standard refuse/delivery/service vehicles will still need to turn in order to minimise reversing manoeuvres - which are undesirable in terms highway safety and convenience.


2.77 The turning heads illustrated in the Appendices are of a formalnature; but they may be informal to suit site conditions. In thesecircumstances the developer must be able to demonstrate thatthe shape proposed encapsulates the standard dimensionsshown and offers adequate turning area by the use of vehicleswept path track plots. Where there are no footways or servicestrips around the perimeters of turning heads, any boundary,fence or hedge shall be set back at least 0.5 metre from thecarriageway to avoid damage resulting from the overhang ofmanoeuvring vehicles. These distances should be increased to2.0 metres at the ends or the carriageway must be extended bythe same amount. The space between the kerb and boundarymust be paved and maintained as public highway.

2.78 A major problem in turning heads is parked vehicles. Designswhich include dwellings clustered around turning heads may,therefore, have to include additional off street parking for visitors,and/or the number of dwellings limited to reduce the likelihood ofon street parking occurring.

Cross-Section Gradient

2.79 Carriageway cross-section shall be cross-fall or cambered,generally at a gradient of 2.5%.

Speed Restraint & Safety

The Need for Speed Restraint

3.1 "Better Places to Live in South Yorkshire - A Design Guide forResidential Development" states that "A good street network is onethat is easy and pleasant to walk through, providing routes whichconnect people, facilities and activities".

3.2 To create a satisfactory layout design, innovation is required, andtwo issues need to be resolved, namely:

• Confining adverse motor vehicle conflicts (i.e. in terms oflength of street, number of junctions and number of propertiesaffected).

• Limiting or discouraging traffic growth and avoiding rat-run traffic.

3.3 These issues can be addressed by modifications to the basic layout,either by selective closures or by traffic calming or managementmeasures.

3.4 The design of residential/commercial areas should incorporate thenecessary features to ensure that vehicle speeds are moderated onall categories of road. These measures will ensure a safer and morepleasant environment is created for residents and pedestrians.

3.5 The speed of vehicles is the key factor in improving road safety andminimising future potential accidents. There is a significant loweringof the severity of accidents involving pedestrians when the speed ofthe vehicle involved is less than 20mph. The designation of 20mphzones is also an important aspect of highway safety and in generalterms all new residential estates should be designed as to be selfenforcing in keeping speeds to 20mph or less.

3.6 An Industrial Local Distributor or Access Road will generally bedesigned to restrain vehicle speeds to a maximum of 30mph.

3.7 A pre-requirement of any design is to identify the potential points ofconflict between road users. Safety measures at these points canthen be introduced to provide the focal layout for a scheme tomaximise road safety.

Achieving Speed Restraint 3.8 The geometric design of new residential and industrial estates roads

should wherever practical ensure traffic speeds are kept low and will,whenever possible, incorporate appropriate measures, such as, shortlengths of road, provision of junctions/roundabouts, sharp bends,built form of buildings, carriageway narrowing/chicanes,gateway/surface treatments, signing, lining, vehicle deflections,speed limit orders.

3. Speed Restraint & Safety

Chapter3 SpeedRestraint/Safety

3.9 The provision of traffic calming features that include verticaldeflections should only be considered where the geometric designcan not achieve low speeds or in areas where large numbers ofpedestrians are expected to cross or congregate. Such areas mayinclude:-

• Bus Stops

• Schools

• Local Shops

• Public Houses

• Major footpath/cycletrack crossing points

• General recreational areas

3.10 Traffic calming should only be regarded as back-up measures wherethe layout does not produce low speeds. An imaginative road layoutusing horizontal displacement techniques is preferred. Verticaldeflections should be avoided on bus routes.

3.11 Guidance on maximum distances between the spacing of speedcontrol features should be related to the target speed, and areindicated below:-

Target Speed (MPH) Distances between the Spacing of Calming Features 25mph 100m 20mph 80m Less than 20mph 40m

as outlined in Design Bulletin 32

3.12 For particular through roads the design speed may need to be30mph and the spacing of the traffic calming will be dependent upondetail design and these maximum spacings may need to vary oncertain occasions.

3.13 The use of traffic calming measures can give the design a greaterdegree of flexibility promoting a wider variety of layout andencouraging innovation and a sense of place. Typical examples offeatures are provided below. These are not exhaustive andvariations which reduce speeds and promote road safety will belooked upon favourably.

• junctions speed tables;

• flat topped hump for pedestrians at specific locations;

• speed cushions;


3.14 Flat topped humps should be avoided on regular bus routes andwherever possible cycle facilities (e.g. by-passes) should beincorporated within traffic calming features.

Types of Speed Restraint Control Measures

Location of Junctions

3.15 Traffic speeds can be effectively controlled by the careful location ofjunctions. Where one side of a "T" junctions is a "dead end" theremay be a high proportion of through traffic. The use of 4 metre/6metre kerb radii provides effective calming of through trafficincorporating appropriate visibility standards.

3.16 Overrun areas on the inside of the bend to accommodate refusevehicles and other types of Heavy Commercial Vehicles may berequired. Pedestrian safety needs to be considered where over-runareas are to be used.

Speed Control Bends

3.17 Sharp bends are permissible on all categories of road but wideningon the bend may be necessary. For the majority of roads a kerbradius of 10m is possible. Designs and dimensions will be based onthe principle of tracking.

Central Island

3.18 These features have the advantage that when landscaped theyprovide a variation to the street scene. They may be of varyingshape and area and can significantly contribute to the landscape ofthe scheme. They must safely accommodate vehicular movementsin all directions.

Junction Speed Table

3.19 Speed tables, where agreed, shall be constructed in contrastingmaterials which will assist in defining the junction. On a throughroute it is expected that other calming measures will be introduced toreduce speeds. They should not be used if possible where there is abus route.

Flat Topped Humps

3.20 Vertical deflections are generally not encouraged on new designlayouts although speed cushions are considered acceptable on busroutes. A single hump (kerb to kerb) conforming to the regulationswill be permitted in certain locations. The use of flat topped humpshowever are particularly encouraged at locations where pedestrianscross.


Roundabouts

3.21 Roundabouts should have a central island with a desirableminimum width of 6 metres and be suitably landscaped. Anoverrun area is required for Heavy Commercial Vehicles. A"mini" roundabout with a central marking is generally notacceptable as a traffic calming feature unless there areexceptional circumstances on highly restrained sites. Inconsidering the provision of roundabouts the designer shouldensure comprehensive facilities for cyclists are included. Theamount of deflection on the approaches to the roundabout is animportant consideration.

Carriageway Narrowing

3.22 The narrowing of the carriageway on major access roads can bean effective means of restraining traffic speed, subject to thevolume of traffic on the road, and is a useful method ofintroducing landscaping to the street scene.

3.23 Carriageways can only be narrowed where there is no demandfor on-street parking. Allowance must be made for vehiclesdelivering which would block the road. A hard landscaped areafor parking may be incorporated into the design and cycle by-passes should be included at associated pedestrian crossingareas.

3.24 Carriageways may be narrowed as a pinch point to a currentminimum of 3.1 metres between kerbs provided there is nofrontage access to properties.

Gateways

3.25 Entrances to estates can be particularly enhanced by the use ofgateway features. Hard or soft landscape can be used to createthe effect of a gateway. Gateways can be further enhanced bythe provision of contrasting materials at the entrance to thescheme.

Chicanes

3.26 Chicances are used to provide deflection on an otherwise straightroad by innovative use of horizontal alignment. They may beused in conjunction with other speed Control Measures. Effectivetraffic calming is also be achieved with the use of a series ofbends which moderate traffic speeds.

3.27 Traffic Advisory Leaflets and Design Guides for Traffic CalmingMeasures are available from the Highway Authority, who will bepleased to give guidance and information as appropriate.


Homezones

3.28 A Homezone is a residential street or a number of such streets inwhich the living environment clearly predominates over theprovision of traffic. Spaces between homes are shared toprovide more facilities such as, areas for children to play, largergardens, planting and seats etc., to engender a community feel.Traffic and car parking are not excluded but designed so thatvehicles travel very slowly and parked cars are not intrusive.

3.29 The objectives of a homezone are:

• a feeling of safety, because traffic is going slower andthere are more people about;

• promote greater use of public space, diversity of activitiesand benefit children, the elderly and the less mobile;

• streets become visually more attractive;

• because fast moving traffic is removed they shouldencourage other modes of travel;

• encourage greater care of the street by residents;

• improve the quality of the environment and increase theattractiveness of urban living;

• allocating less space for roads should provide more spacefor social areas; not additional housing.

3.30 These objectives can be achieved by including:

• attractive 'gateway' treatment to advise all road users of achange in the environment;

• traffic calming such as, road narrowing, chicanes etc., toslow down traffic and provide areas for cycle and carparking;

• provide attractive landscaping; and

• provide seating areas and meeting spots not necessarilyconfined to the highway.

3.31 Homezones appear to work well in culs-de-sac not exceeding350 metres in length and be a destination for traffic. Additionalbenefits can be achieved if they form part of a pedestrian/cyclenetwork, a safe route to schools, or part of a 20mph zone. Inthemselves they cannot be a solution to traffic problems, orunruly driver behaviour, particularly by the young, but coupledwith other features of traffic calming they can create a greaterlevel of safety, be more efficient in the use of space and provide amore attractive and diverse streetscene.


3.32 Where developers are considering including Homezone areaswithin their site, it is strongly recommended that early discussionstake place with the local Highway Authority to establish the creationextent and content of the Homezone. Due to high maintenancecosts normally associated with Homezones, a commuted sum forfuture maintenance may be considered necessary.

Public Transport

4. Public Transport

Bus Integration

4.1 The design of residential and commercial areas should promotepublic transport as an attractive alternative to the car. To achievethis early discussions should be held with the Planning Officer ofSYPTE in conjunction with the Highways Development ControlOfficer followed by consultation with the public transport operators,if necessary.

4.2 The design should aim to provide access to Public Transport withinwalking distance of all new development. A formal bus stop shouldbe provided on residential access and distributor roads so that themaximum walking distance from any new development should beapproximately 400m. Walking routes to public transportstops/services should be short, attractive, direct and safe. Ideallythey should be well lit and be designed to be overlooked bydevelopment and they need to be an integral part of a layout linkedto public transport stops rather than an afterthought.

4.3 Consideration should be given to the introduction of bus routeswithin the development. Small, minibus feeder services, are animportant link for the elderly and mobility impaired. It is importantthat these services are integrated into other routes in the area andthe wider public transport network.

4.4 The routing of the service needs careful consideration to minimiseconflict with parked vehicles and traffic management measures.The diversion of existing bus routes into new developments needscareful consideration to ensure that the needs of the existingpassengers already on the bus are taken into account. Trafficcalming measures with vertical deflections should be avoided asfar as possible on bus routes.

4.5 Roads used by buses in both directions require a minimumcarriageway width of 6.0m. If the frequency of service is 10minutes or greater, the road width needs to be free from parkedcars. Layover stops and bus laybys need to be discussed withSYPTE, Operators and the Highways Development Control Officer,as lay-bys are not desirable to public transport operators unlessdeemed necessary for safety reasons. Bus stops opposite centralislands can provide a good source of traffic calming.

4.6 For large developments adjacent to the existing supertram or railnetwork, the potential for providing new supertram or railstations/interchange should be considered in consultation withSYPTE.

4.7 Where a development will generate additional demand whichjustifies or requires improvements to the public transport system acontribution towards improving public transport provision will berequired.

Chapter4 Public Transport

Bus Stop Design

4.8 The spacing of bus stops should be carefully considered to takeinto account maximum walking distances. Where servicesoperate in both directions, stops should be provided in pairs andstaggered tail to tail. The location of new bus stops needs to beplanned in consultation with SYPTE, the local highway authorityand the Police to ensure suitable locations are selected

4.9 Adequate waiting facilities, shelters with seating, and bus serviceinformation including the provision of real time information shouldbe provided in a well lit area. Although stops should be sited in ahighly visible location, the privacy of nearby dwellings will need tobe assessed.

4.10 Shelter design and location should take into consideration theneeds of wheelchair users. Bus stop landings should beprovided at all stops/shelters to reflect the needs of wheelchairusers and perambulators. Shelter design is standard fromSYPTE but will be funded by the Developer. SYPTE will installand maintain. Kerb height at bus stops/shelters to be 155mm ±5mm tolerance. For further information, developers should, in thefirst instance, contact SYPTE.

4.11 Full or half width lay-bys may need to be provided on localdistributor roads on highway safety grounds. However, anylaybys should only be provided if requested by the local highwayauthority.

4.12 These should be easily accessible for passengers and careshould be taken to avoid conflict with pedestrians and cyclists inthe vicinity of the stop. Footways may have to be widened locallyto accommodate the shelter and "through" pedestrian flows onthe footway.

Transport Assessment

5. Transport Assessment

5.1 Most developments will result in an insignificant traffic impacton the surrounding highway network and in such cases themain issues for consideration at the planning application stagewill be accessible by a range of modes namely pedestrian,cyclist, public transport and car. The aspect of accessibilityneeds to be considered not only when significant impact on thehighway network occurs but also for sites poorly served bypublic transport. Developers may need to suggest mitigationmeasures for lack of access by public transport i.e. potentialcontribution to/provision of public transport services and/orassociated infrastructure. Larger developments, however, havewide ranging impacts. Consequently, considering the possiblediversity of development proposals, traffic conditions, otherphysical constraints and planning policies, it is not possible toprescribe a universal format of TA's. The following procedureshould ensure that, if a TA is needed, the scope of analysis isappropriate, all the relevant issues are addressed and that themethods of evaluation and reporting are going to be helpful inthe decision making process. The developers are advised tostart consultations with the Planning and Highway Authorities inthe early stages of scheme preparation in order to reach anunderstanding of each other's needs and responsibilities andavoid wasted effort. All Council's have drafted, or in theprocess of drafting guidelines for the preparation of TA's andTravel Plans.

5.2 Councils welcome informal enquiries of a general nature andwill be pleased to give guidance and information asappropriate.

5.3 When the traffic impact of the proposed development isexpected to be small and the surrounding road network hassufficient capacity, only a basic traffic analysis is required. Itwould be counter-productive to have rigid rules about the scopeof TA's. However, most large developments should be thesubject of a TA regardless of the current local traffic conditionsand the following criteria may be used as a guide:

• residential development in excess of 80 units

• office (B1) GFA (Gross Floor Area) in excess of 2,500sq.m.

• industry (B2/B8) GFA in excess of 6,000 sq.m.

• retail GFA in excess of 1000 sq.m.

• non food retail GFA in excess of 1,000 sq.m.

• other - 50 plus vehicle movements in any hour.

Chapter5 TransportAssessment

5.4 It should be noted that the Council reserves the right to requestan Assessment, in other instances, especially where the locationand/or type of the development is/are particularly sensitive.

5.5 For the larger developments particularly those in sensitive orrelevant locations for the purposes of air quality, or thoseproposals which generate significant volumes of heavy goodsvehicles, the environmental impact of traffic will also need to beconsidered especially where the development is within or wouldaffect Air Quality Management Areas.This assessment might include air pollution monitoring and/ormodelling for both nitrogen dioxide (NO2) and particulates (PM10).Results of the assessment, if required, must be provided usingthe indices set down in the Air Quality Regulations 1997. Theassessment might also include monitoring/modelling for noiseusing the L10 (18 hr.) index.

Travel Plan (T.P.)

5.6 The Highway Authorities and South Yorkshire PassengerTransport Executive (SYPTE) are committed to ensure all typesof new development promote travel choice.

5.7 Most developments will require a "Travel Plan" (TP) to besubmitted as part of any TA or in general support of a planningapplication, trigger levels for TPs can be obtained from eachHighway Authority.

5.8 A TP is a travel management tool implemented by either one or agroup of organisations working together that typically includes arange of measures whose aim is to reduce the impact of traveland transport on the environment, whilst at the same timedelivering benefits for the organisations concerned and theiremployees.

5.9 A TP should address all travel and transport impacts of theorganisations activities including staff commuting, businesstravel, customer and visitor travel and the impacts of supply anddistribution.

5.10 A TP should also set out the means by which a package ofmeasures is established, implemented, monitored, reviewed andadapted to meet changing circumstances.

5.11 Organisations will be expected to monitor the effectiveness of aTP against set targets; Organisations will be required to producereports on the progress of the TP to the LPA at regular definedintervals.

5.12 Measures can be identified which the developer couldincorporate in a TP which potentially could be conditioned as partof a detailed planning permission for the business users on thesite. Such measures may include the following:-

5.12.1 Measures that provide facilities to enable site users to choosealternative modes of transport to the private car e.g.

• Parking facilities to include provision for cyclists andmotorcyclists.

• Showering, changing and storage facilities for site users.

• Various ways of providing travel and transportationinformation (newsletters, intranet, internet, personalisedjourney planners, timetables etc.) covering all modes e.g.public transport, cycle and walk routes and how to join carshare schemes.

• Provision of pool vehicles for business travel including cars, vans, cycles.

5.12.2 Measures that offer incentives and encouragement to site users for using alternative modes of transport to the private car e.g.

• Interest free loans for purchase of season tickets or cycleequipment.

• Cycle mileage rates for business use equal to that providedfor car mileage.

• Reward schemes.

• Competitions and prizes.

• Priority car parking e.g., for car sharers

5.12.2 Measures that reduce the need to travel e.g.

• Homeworking.

• Teleconferencing.

• Flexible working patterns e.g. a compressed working week.

• Provision of on-site facilities e.g. banking, crèche, foodvending.

• Local sourcing of materials, supplies etc.

Chapter5 Transport Assessment

Chapter5 TransportAssessment

5.13 The SYPTE have introduced a Travel Options Planning Service(TOPS). SYPTE have appointed specialist Travel Advisors tohelp make the right travel choices and get the best out of publictransport.

5.14 Businesses will be expected to put their TP into operation andmonitor it in a serious manner against agreed targets to bedetermined in conjunction with the Council's Travel Plan Officers.

5.15 The TP should be kept under review and updated every year. Developers should provide and update public transportinformation by supplying all new starter employees/newhouseholds with personal journey planners as a measure.

Pedestrian Movement

6. Pedestrian Movement

Accommodating the Pedestrian

6.1 There is already a range of advice, guidance and codes of practicedrawn up to guide highway engineers the best ways to meet theneeds of all pedestrians. Pedestrians include those with mobilitydifficulties, (permanent and temporary), parents with young/smallchildren and the elderly, as well as the able bodied.

6.2 This guidance should therefore be read in conjunction with otherpublications, particularly the following:-

6.2.1 Department for Transport - "Inclusive Mobility - A Guide toBest Practice on access to Pedestrian and TransportInfrastructure".

6.2.2 BS 8300 - "Design of Buildings and their approaches tomeet the needs of disabled people - Code of Practice".

6.2.3 DETR Planning Guidance Note - "The Planning Systemand Accessibility".

together with guidance indicated in Unitary DevelopmentPlans and Local Transport Plans.

6.3 The aim of National Policy Guidelines, is to reduce traffic speedsand improve safety particularly for pedestrians.

6.4 Designing a walkable neighbourhood is the key to sociable,sustainable community. This can be achieved through thedetailed design of footpaths and pedestrian areas. Theirinclusion will avoid the dominance of the area by the car.

6.5 Walking is the principal form of travel for journeys under one mileand should therefore not be disregarded. The design of an areashould encourage walking through the creation of a safe,convenient well maintained network of footpaths, which includesconnections to the existing footpath network.

6.6 Consideration requires to be made to accommodate and givepriority to the needs of all pedestrians.

6.7 In designing roads, conflicts between through traffic, parkedvehicles and children should always be considered.

6.8 Consideration should be taken of children's play patterns. It iscommon for residential roads to be crossed frequently by childrenand sometimes communal parking areas may become used asplay areas within the development.

6.9 The provision of green space within a residential area andfootpath links provides a safer environment for use as a playarea by children.

Chapter6 Pedestrian Movement

6.10 Pedestrian routes are classified as

• footways - these are adjacent to the carriageway;

• footpaths - which are not related to the carriagewaybut may lead to properties/offices, other parts of thedevelopment, or integrate to the existing pedestriannetwork.

Design Considerations

6.11 In identifying a pedestrian network the following designconsiderations should be addressed:

• measures that slow down vehicles help pedestriansfeel safer;

• footpaths should lead where people want to go, ratherthan follow a preconceived geometry;

• people prefer to walk along streets where they can beseen by drivers, residents and other pedestrians;

• where pedestrian links are provided they should beshort with each end intervisible, must be overlookedby development; well lit and generally 4m in width;

• verges (minimum width 1.8m) can be introduced ondistributor roads to provide separation thecarriageway. This also discourages parking on thefootway;

• the provision of wider footway widths in the vicinity ofschools, shops, bus stops or other communitybuildings where there is a concentration ofpedestrians;

• in locations where footpaths are the only means ofaccess to a property the design will need to meet therequirements for disabled pedestrians with car parkingas close as possible to the property, whilst beingconvenient or all other users e.g. fire brigade andrefuse collection operatives;

• ensure satisfactory access for all pedestriansincluding those with mobility handicap and parentswith prams.

Width of Footways

6.12 A standard 2 metre footway width is required on roads butmay vary to enable wider areas at busy points (e.g. schools,shops, bus stops, etc.).

Chapter6 PedestrianMovement

Steps

6.13 Steps should only be provided where a ramped alternative isprovided for prams and wheelchairs;

• flights should not be more than 8 steps which should beseparated by 1.5m long level landings, and a maximumriser height of 150mm, with maximum tread of 280mm;

• the steps should be at least 1.2m wide, preferably 1.8m;

• secure handrails should be provided on both sides, andcentrally where the width of the steps exceeds 3m;

• handrails should be smooth and continuous and shouldterminate no more than 300mm past the end of a flight ofsteps;

• stepped ramps are not recommended.

Clearances

6.14 Vertical clearance of 2.6m should be provided with an absoluteminimum clearance of 2.1m for signs. Restricted headroom maybe provided up to a line 500mm away from the carriageway edge.

Crossing Points

6.15 Dropped kerbs should be provided at all junctions and desirecrossings (including connections to the existing footpath network).

6.16 Where a pedestrian refuge is provided, the dropped kerbs shouldbe aligned with the refuge.

6.17 Tactile Paving must be provided at crossings to aid the visuallyimpaired and accord with DETR'S "Guidance on the use of TactilePaving Surfaces".

6.18 Barriers - In some locations (e.g. where footpaths rejoin the mainroad network) barriers may be required and therefore guidanceshould be obtained from the HA.

6.19 The general principles adopted for all pedestrians apply, howeverspecific attention should be paid to the following which may presentobstacles:

• steps;

• steep gradients;

• narrow passageway or footways;

Chapter6 Pedestrian Movement

• badly placed street furniture; and

• poor attention to construction details (i.e. gully grates cantrap wheelchairs).

6.20 Ramp Gradients – the maximum gradient of a ramp should be asfollows:-

1 in 20 - maximum ramp length <10m - maximum rise 500mm



6.21 Adequate handrails should be provided as an aid for disabled.

6.22 A slightly steeper gradient of 1 in 10 is acceptable over very shortdistances (e.g. a ramp covering a distance of 600mm). Gradientssteeper than 1 in 10 are not only physically difficult to manage butmay cause the wheelchair to overbalance.

Gradients

6.23 The desirable maximum gradient is 5% (1 in 20) with an absolutemaximum of 8% ( 1 in 12.5). Most guidelines agree that a 5%gradient is preferred.

6.24 Street Furniture – special attention should be given to the placing ofitems such as street name plates, bus stops, seats, litter bins,telephone boxes, litter bins post boxes and landscaping features toensure that they don't create a hazard for a disabled people.

6.25 Construction – some materials which are considered attractive andfunctional may create a hazard for disabled persons. Examples ofmaterials which need consideration include special textured tree orgrass planting grids, and decorative hard landscaping. Care in thedesign of the overall scheme should however result in their use inappropriate locations.

Cycling

General

7.1 As cyclists are one of the most vulnerable groups of road users the provision of safe cycling facilities is paramount in designing a residential/employment/retail area. This safety is largely dependent on the flow and speed of motor traffic which can be regulated through the design process.

7.2 The cycle is increasing its use for utility trips to offset the worst effects of motor traffic, such as congestion, accidents and pollution.

7.3 Provision needs to be made for children who play adjacent to their homes, cycle to and from school, and by shops and other facilities.

7.4 All cyclists, for both recreational and commuting use, need safe, direct and secure routes and facilities.

7.5 The provision of Safer Routes to Schools should be addressed early on in the design process. Contact with the Council's representative is highly recommended.

7.6 At low speeds and low flows cyclists and motorists can share road space with no significant danger. As flows or speeds increase, conditions become increasingly unpleasant and hazardous requiring measures to either restrain traffic or provide cycle facilities.

7.7 Consideration should be given to cyclists at junctions and facilities provided to give additional protection. Measures should minimise disruption to cycle movement through the elimination of the need to stop or dismount.

Design Issues

7.8 In developing cycle facilities five key points should be considered:

• Directness – routes should follow desire lines and reach right tothe entrances of schools, shops etc.

• Attractiveness – the route should have a distinct character andcomplement and enhance its environment.

• Safety – minimise danger for cyclists through consideration ofconflicts with other road users.

• Comfort – the route should have a smooth surface and be wellmaintained.

• Comprehensive - a continuous route from journey start tojourney end.

7.9 Where cyclists and cars share road space, measures should beintroduced to reduce car speeds. These calming measures should bedesigned with cyclists in mind.

Chapter7 Cycling

7.10 Traffic calming measures can be made more appealing for cyclists through the provision of cycle by-pass lanes at facilities such as road humps and pinch points.

Cycle Facilities

7.11 On busier distributor roads it maybe more appropriate to designate road space for the use of cyclists through the introduction of cycle lanes.

7.12 A differential coloured surfacing should be used to emphasise the facility where appropriate. Where parking is provided on the nearside and the cycle lane runs on the offside of this provision a dividing strip should be provided between the parking and the cycle lane.

7.13 Coloured surfacing may be requested for cycle lanes and paths.

7.14 In certain circumstances a segregated cycle track maybe moreappropriate. This could be to provide a more direct link for cycliststhan using the existing road network or to segregate cyclists from abusy road.

7.15 Wherever possible a segregated facility should be provided as thevisually impaired and elderly are often apprehensive about combinedfacilities. However, a cycle track can be provided as a shared facilitywith pedestrians or as a segregated cycle/pedestrian facility. Thissegregation can be achieved through the use of a raised white line.

7.16 Signing should be provided at the start and finish of cycle tracks.Dropped kerbs should be provided at junctions of cycle routes andcarriageways with an entry angle of 90°.

7.17 At bus stops/shelters it is necessary to direct cyclists around the backof any shelter.

Widths

7.18 For a cycle lane on the carriageway of a proposed Adopted Road:

• 1.5 metre width preferred

• 1.2 metre width minimum

Segregated cycle/pedestrian track:

• Pedestrians

preferred 2.0m

• Cyclists

preferred 2.0m

Shared use cycle/pedestrian track:

• 3m preferred minimum 1.5 – 1.75m

Parking & Servicing

8. Parking & Servicing

General

8.1 Parking provision is an emotive issue and wherever possible shouldbe minimised to encourage the use of alternative means of transport.

8.2 The provision of cycle and motor cycle parking facilities must beconsidered at an early stage, guidance on the minimum numberrequired for any specific development can be obtained from the LPA,and weather protection to these facilities should be providedwherever possible.

8.3 A careful balance needs to be struck between car owner'sexpectations, e.g. their desire to park as near to their homes andworkspace as possible and the need to maintain the character of theoverall setting. Special consideration on the need to provideadequate facilities for disabled people will also be required

8.4 The location of spaces and the suitability of parking arrangementsshould be considered in the context of safety, convenience andsecurity. Without adequate provision, indiscriminate parking onfootways, verges and within turning heads can cause inconvenienceand safety hazards.

8.5 Parking arrangements are needed for residents, visitors, workers andservice vehicles. The consideration of parking requirements is anintegral part of the design process to ensure that it is provided in away compatible to a safe and pleasant environment. It is not merelysufficient to meet the parking requirements by allocating 'left over'areas of land for this purpose.

8.6 When assessing parking requirements the following should beaddressed.

• the characteristics of the development;

• the location of the development;

• the size and types of dwellings;

• the size and types of units, industrial or commercial;

• the amount of grouped parking;

• the proportions of spaces assigned to individual units;

• the number of spaces provided within a curtilage;

• ease of access for vehicles into the parking area and itslayout and design;

• the planting and paving required to enhance the visualcharacter of parking areas.

Chapter8 Parking & Servicing

8.7 Each area of development should be self sufficient with regard toits parking provision, be either on-street or off-street.

Residential

8.8 Group communal parking is not always the answer due to potentialproblems with security and convenience.

8.9 To provide safe and convenient parking for housing areas thefollowing can be provided:

• garages, car ports and hardstandings within dwellingcurtilages;

• cars parked within the dwelling curtilage to behidden/concealed from the street scene.

• grouped garages, car ports and hardstanding locatedimmediately outside the dwellings they serve, or at leastwithin sight of dwellings and passers-by;

• visitor and service vehicle spaces located immediatelyoutside or in close proximity to the area of housing.

8.10 Development plans will set maximum levels of parking for broadclasses of development which encourage sustainable transportchoices and promote developments in locations well served bypublic transport, walking and cycling.

8.11 A consistent approach to maximum parking standards for a rangeof developments, above certain relevant thresholds, will beadopted within South Yorkshire.

8.12 For advice on parking standards, developers should thereforecontact the relevant Local Planning Authority.

Allocated Parking Spaces

8.13 Allocated spaces are solely for the use of occupiers and theirvisitors. Where allocated spaces are unavailable within privatecurtilages, parking should be provided within 20m of the entranceto the property. In front of Commercial/Industrial buildings,pedestrians, cyclists and public transport users must have easyaccess to the property entrance without having to make their waythrough large car parks.

8.14 Unallocated spaces are provided for general use and can beprovided in bays on and off the carriageway. They should be closeenough to dwellings to be used in preference to parking onfootways, verges and carriageways at all times. Unallocatedspaces within the carriageway will be adopted.

Parking Bays

8.15 Grouped parking bays should have the following dimensions:

Chapter8 Parking &Servicing

8.16 For parallel parking which is contiguous with the carriageway thebays should be 6m long by 2m wide. Where there is no footway a800mm wide paved margin should be provided for pedestrian accessto cars (Figure 1).

8.17 Where parking provision is at right angles to and contiguous with thecarriageway the parking bays should be 5.0m long x 2.5m wide, andthere should be 6m in front of the bays to allow for maneouverabilityand an additional 800mm strip at the back to allow for vehicleoverhang. In general these types of bays are not recommended butif used will be limited to a maximum of 7 spaces/bank and should beclear of the highway so as not to obstruct pedestrian movement(Figure 2).

8.18 Parking bays for disabled people should be 3.6m wide, or at least 3m wide where two bays share an adjacent unloading area (Figure 3).

8.19 The parking for communal areas should normally be at 90º. Theforecourt depth of 6.0m may be reduced to 5.5m by widening theparking bays from 2.5m to 3m. Parking bays with 60, 45 and 30degree formations are only suitable on one-way streets and shouldnot be used for cul-de-sac layouts. Parking depths (D) and forecourtdepths (A) are shown in the table below and Figure 4.

Formation Depth (D) Aisle (A)

90o 5.0m 6.0m

60o 5.4m 4.2m

45o 5.1m 3.6m

30o 4.5m 3.6m

8.20 The forecourt depth for a double garage block is 7.3m which can bereduced to 6.5m where 3m wide garages (and corresponding widerdoors) are used. Additional length for turning at the end shouldpreferable be 3m, or at least 1m (Figure 5).

8.21 For a single garage with 90º exit a forecourt depth of 6.8m isadequate when it is possible for vehicles to overhang a footway orverge for at least 500mm when reversing (Figure 6).

Driveways

8.22 Driveways serving garages designed to accommodate a car parkedin front of the garage and enable the garage door to be openedwithout the car having to project beyond the curtilage onto a footwayor shared surface will require a length of at least 6m to be provided.

8.23 A shorter driveway length (3m where at least 1m) may be acceptableto reflect the street scene where the layout provides spaces forresidents cars to be parked immediately adjacent to the drive oroutside curtilages.


8.24 The driveway should be no less than 3.3m in width to allow accessto both sides of the parked car and on one side allow for a pathwayto the house. If the driveway does not have to provide a pathwayto the house a 2.75m width is acceptable. For properties designedto be fully accessible to disabled people, the drive width must be3.6m.

8.25 To accord with Part M of the Building Regulations, 1999 thegradients of drives should be no steeper than 1 in 12 over a lengthof 10m and be no longer than 15m for gradients not steeper than 1in 15.

8.26 Any surface water run-off from the curtilage of private propertyshould not discharge into the highway system of drainage.Separate connections must be made by the developer to the publicsurface water system.

8.27 In the interests of pedestrians safety, 2.0m x 2.0m visibility splaysshould be provided where a private drive joins the back of footway,as shown in Figure 7 and these should be kept clear ofobstructions over 600mm in height.

8.28 The following measures can be adopted to help reinforce thedemarcation of parking areas:

• changes in surfacing materials or rows of setts (or similar);

• permanent and attractive measures to number groupedparking areas allocated to individual households (notpaintmarkings on the surface or posts);

• adoptable parking spaces contiguous with carriagewaysshould be demarcated in suitable materials drained andenclosed by kerbing.

• a change of surface or a row of concrete edging should beused to identify the boundary of adopted areas at entrancesto private drives and driveways serving private groupedparking areas;

• private driveway or shared driveway should be surfacedwith bound materials to prevent any stones, gravel orsimilar items from being deposited on the adoptable area;

• driveways serving multiple use should preferably be 4.5mwide. The width for fire appliance access is 3.7m (3.1m at agateway). All driveways are subject to negotiation with theHighway Authority.

Chapter8 Parking & Servicing

Vertical Clearances

8.29 Vertical clearances to suit the vehicles to be accommodated inthe parking area should be:

Cars 2.1m

Small service vehicles 2.5m

Touring caravans 2.8m

Motor Caravans 3.3m

Fire appliances 4.0m

Most large service vehicles 4.1m

The largest service vehicles 4.5m

8.30 Greater clearances will be required at changes of slope.

8.31 Minimum headroom of 5.3m is recommended over publichighways, for new construction, but maintained headroomshould not be less than 5.03m and for footbridges over publichighways a headroom of 5.7m should be provided.

Car Free Zones

8.32 Developments which restrict the use and ownership of carswithin central areas are to be encouraged, although the needfor the provision of access for disabled people requires specificattention. This generally applies to special categories ofaccommodation. Measures should be taken to ensure thatparking is not merely transferred to nearby streets.Developments should also consider the possibility of promotinglease cars/car clubs.

Commercial/Industrial 8.33 Parking requirements for Industrial/Commercial Developments

need to reflect the close link between the provision of space forthe moving vehicle and the provision of terminal facilities whichwill be needed including short and long term parking space,loading/off-loading facilities, turning facilities and space forservice vehicles and fire appliances, etc. It is necessary toensure that adequate and convenient provision has been madeon site to prevent indiscriminate on-street parking.

8.34 Detailed guidance on vehicle dimensions and turningmanoeuvres is given in the publication 'Designing for Deliveries'.

8.34.1 All parking for private cars shall be 5 metres long by 2.5metres wide, (parking bays for disabled should be 3.6mwide).

8.34.2 A parking bay suitable for a large articulated vehicle is15m long x 3.5m wide.

8.34.3 A parking bay suitable for a rigid vehicle is 11m long x3.5m wide.

8.34.4 A parking bay suitable for a rigid vehicle with draw bartrailer is 18m long x 3.5m wide.

8.34.5 Although there is no legal maximum the normal heightlimit for commercial vehicles is 4.5m.

8.34.6 Guidance on parking within the various types ofIndustrial/Commercial premises is given in the LocalAuthority's Vehicle Parking Standards.

8.35 Turning areas will be required on Industrial cul-de-sacs, wherethe turning manoeuvre cannot be accommodated within theindividual unit accesses or within the loading/parking areas.

8.36 The turning areas indicated in Figure 8 have been designed tocater for large articulated vehicles and medium size rigidvehicles.


Landscape Works

9. Landscape Works

General

9.1 The design of landscaped areas should be considered at the earliestopportunity as part of the overall site development concept. Landscapedareas which are added as an afterthought are rarely successful. A totaldesign package should be considered at an early stage and it isexpected that a chartered landscape architect will be used to designlandscape areas within new developments. The treatment of spacesbetween the buildings and roads plays a crucial role in the success of ascheme. Although the majority of landscaping opportunities within adevelopment may lie outside the highway measures can be implementedwithin the highway boundaries, which both enhance and complement theoverall design.

9.2 It is not necessary to design fussy and expensive details in order toproduce an attractive scheme. There may be an opportunity to use localfeatures or characteristics as the basis for a particular theme or designconcept.

9.3 Ownership and future maintenance/implications and responsibilities oflandscape areas must be addressed as early as possible in preparingthe planning layout.

9.4 It is required that a full landscape scheme shall be submitted with thePlanning Application.

9.5 A drawing needs to be submitted which should include details of:-

• Overall layout proposals

• broad areas of hard and soft landscape

• a general indication of the type of planting

• a general indication of hard materials and walls and boundarytreatment

• which trees, shrubs and landscape features are to be retainedand which are to be removed.

9.6 Where a development proposal is likely to have significant landscapeimpact, an Environmental Impact Assessment may be required.Councils welcome informal enquiries of a general nature and will bepleased to give guidance and information as appropriate.

9.7 This section should also be read in conjunction with Sections 4 and 5 of"Better Places to Live in South Yorkshire - A Design Guide forResidential Development" in relation to "Working with the Landscape".

Chapter9 Landscape Works

Themes

9.8 The introduction of a theme of street design can give adevelopment or area an individual identity. The theme can be aclassical form, reflect local characteristics or be an original creativedesign.

9.9 The entrances and main areas of movement will particularly benefitfrom a strong theme to which future residents and visitors canidentify.

Materials

Hard Landscape

9.10 The first impressions of a residential area are based on the buildingform and the use and movement of space between the buildings.The second key element in determining the appearance of thestreet scene is the quality of landscape provided and the variationof materials used.

9.11 The quality and variance of hard landscape materials such assurfacing, kerbing, paving, walls, bollards, railings, combined withcarefully selected soft landscaping including trees, shrubs andgrass will create the character of the area and allow the streetscene to become three dimensional.

9.12 An attractive varied landscape can provide a positive sense ofidentify. It can reduce the predictability of the design in differentareas and on different streets.

9.13 Materials chosen can influence movements, define ownership andindicate priorities. The selection and co-ordination of paving andkerbing is important in establishing the character of a developmentand its integration into the surrounding area.

9.14 A variety of materials are to be encouraged within all categories ofaccess road, although all vehicle/pedestrian shared surfaces shallbe block paved.

Soft Landscape

9.15 The extent of soft landscape will depend on the type ofdevelopment. There are a wide variety of suitable species whichshould be carefully chosen with regard to colour, density andheight.

9.16 The maintenance of large areas of landscaping can be expensiveand wherever possible these should be incorporated into privateownership providing enhanced garden features.

9.17 The successful selection of trees can provide both an instant andlong term benefit to the appearance of the scheme.

Chapter9 Landscape Works

9.18 The provision of selected mature trees is encouraged inprominent positions. A group or row at the entrance can addsignificantly to the street scene.

9.19 Within visibility splays some existing trees may be permissibleprovided that they have no lower foliage below 2 metres, and donot interfere with visibility from a stationary vehicle position.Where mature trees are to be retained, the layout must ensurethat no buildings, access roads, parking areas or drainagesystems are located within the spread of any tree and noalterations to ground level or excavations should be made withinthose areas.

Maintenance

9.20 Landscape works require regular maintenance and amanagement plan may be required to explain how you proposeto keep the landscape works effective. It is in all our interests tomake sure that what is proposed can be maintained easily andbe cost effective. In some cases commuted sums may berequired for within highway adopted areas for futuremaintenance. An initial high capital cost may also lead to a lowfuture revenue implications, which must be considered in thedesign.

9.21 Licenses are available from the Highway Authority, under Section142 of the Highways Act 1980, to plant/maintain verges frontingproperties.

Environmental

10. Environmental Matters

Site Investigation

10.1 A pre-construction geotechnical site investigation shall be carried out forall sites in order to assess a number of design issues; in particular thestiffness (CBR) of the material, its moisture sensitivity and if necessary itssuitability for earthworks and stabilisation to form capping layer, sub-baseor roadbase material.

10.2 The site investigation should be carried out in accordance with theAssociation of Geotechnical Specialists (AGS) Guidelines for GoodPractice in Site Investigation and in accordance with BS5930.

10.3 The scale of the investigations will be dependent upon the scale of theproject, but should typically comprise a Desk Study followed by a groundinvestigation. A separate chemical contamination risk assessment mayalso need to be undertaken.

10.4 A Desk Study is beneficial for even small schemes with valuable datareadily available from Well Records, published records, geological mapsand memoirs, aerial photographs, local libraries, local authority landfilldatabases, speleological society records and aquifer protection maps.This literature search will help to optimise and accelerate the planning ofthe ground investigation and the subsequent design and constructionprocess.

10.5 Notwithstanding, any site investigation can, by its very nature, only samplethe soils at discrete locations within the site. Variability is inevitable andthis should be included for in the design of the works. If necessary adviceon the likely range of CBR values may be obtained from a competentGeotechnical Engineer.

10.6 In addition to the determination of design CBR values for both short termand long term characterisation of the subgrade performance, many otherfactors can affect the performance of the subgrade which must beconsidered during the design stage. Typical issues to be addressedinclude the following:-

10.6.1 Depth to the water tables.

10.6.2 Chemical contamination risk assessment.

10.6.3 Control of piping of fine grained soils.

10.6.4 Risk of encountering loose Made Ground.

10.6.5 Need for ground improvement of foundation soils (e.g. softAlluvium, loose Made Ground etc.,).

10.6.6 Risk of collapse settlement of dry engineered fill.

10.6.7 Risk of landslips.

10.6.8 Risk of underground caves.

Chapter10 Environmental

10.6.9 Treatment of solution features below drainage runs.

10.6.10 Frequency and treatment of other subgrade soft spots.

10.6.11 Frost susceptibility of subgrade.

10.6.12 Differential settlement risks/need for ground improvement.

10.6.13 Chemistry of subgrade soils if in-situ lime/cementstabilisation is considered.

10.6.14 Shrinkage/swelling potential of overconsolidated clays,(particularly where trees removed).

10.6.15 Risk of open fissures in underlying rock.

10.6.16 Risk of soft clay layers in granular soil.

10.7 The above list illustrates that laboratory and/or field CBR testingmay not be exclusively used to determine the performance of theroad pavement foundation. Foundation failure can occur for manyother reasons including settlements induced in underlying softAlluvium/loose Made Ground, shrinkage and swelling of cohesivesoils, softening/washouts produced by groundwater/poor drainageand frost heave.

10.8 Designers should assess the relative impact of the above on thepavement design and incorporate any necessary works to allow forthem. Additional specialist advice may need to be sought.

Noise and Smoke Nuisance

10.9 Without in any way limiting the liabilities or obligations imposedupon the Developer elsewhere the following shall apply to the site,and to the offices, workshops, maintenance compounds andbatching plants contiguous with the Site:-

• The Control of Pollution Act 1974, with particular referenceto the Control of Noise on Construction sites (Part III,Section 60 and 61), the Control of Noise (Code of Practicefor Construction Sites) Order 1975 (Statutory Instrument1975 No. 21 (15) and B.S. 5228 Code of Practice for NoiseControl on Construction and Demolition Sites.

• All vehicles and mechanical plant used for the purpose ofthe development shall be fitted with effective exhaustsilencers and shall be maintained in good and effectiveorder so that extraneous noise from mechanical vibration,creaking, squeaking etc., shall be reduced to a minimum.

• All compressors shall be 'sound reduced' models fitted withproperly lined and sealed acoustic covers which shall bekept closed whenever the machines are in use and allancillary pneumatic percussive tools shall be fitted withmufflers or silencers of the type recommended by themanufacturer.

Chapter10 Environmental

• Machines in intermittent use shall be shut down when not inuse or throttled down to a minimum as necessary.

10.10 The Developer shall furnish such information as may be requestedby the Engineer or the Local Authority's Environmental HealthOfficer in relation to noise levels emitted by construction plantinstalled on the site, or which is intended to install on the Site, andshall afford all reasonable facilities to enable them to carry out suchsite investigations as may be necessary.

10.11 Special consideration shall be given when the site is near a schoolor hospital and all equipment used on such a site must be to theapproval of the Engineer.

10.12 When burning on site, consideration must be given to the clear airActs and their regulations and the Environmental Protection Act1990. Waste must not be burnt within 100m of residentialproperties.

Crime Prevention

General

11.1 The layout of pedestrian routes and unrestricted access to theproperties has been recognised as a weakness in many existingresidential areas. The police work closely with designers and localauthorities and encourage active participation in their "Secure byDesign" scheme.

11.2 Poor design of the layout, public facilities and lighting can increase thepotential for vandalism, graffiti, theft and assault.

11.3 Footpath networks which are remote and not overlooked bydevelopment are particularly to be avoided. Unrestricted access to therear of properties should be minimised, if not prevented totally.

11.4 All developers are therefore encouraged to consult with the PoliceArchitectural Liaison Officer who will be pleased to address any aspectof security to the design of residential areas.

11.5 Residents need to feel that they have a degree of ownership of thisneighbourhood and are not intimidated by unknown intruders into the'space'. For all roads as occurs in a cul-de-sac situation residentsshould feel secure and protective of their own community.

11.6 The main cycle/pedestrian desire lines between schools, shops andpoints of transport interchange should be identified. These desire linesare best accommodated within the traditional street layout.

11.7 Pedestrian routes to public transport facilities should be safe,attractive, direct and short and need to be integrated in the designalongside positioning of shelters/bus stops to enhance people'sperception of safety when using public transport.

11.8 The unnecessary linking of cul-de-sacs which are not part of a mainpedestrian route should be avoided. Any gain for the resident isoutweighed by the potential use of the route by strangers who are ableto use the route for "escape" or surveillance purposes.

11.9 Clusters of cul-de-sacs, courts or squares provide a sense of enclosureand different surfaces can imply the existence of a boundary whichintruders are reluctant to cross. Whilst many thefts are opportunisticthe persistent criminal will be deterred if there is only one means ofaccess to an area.

11.10 Dwellings overlooking through routes improve surveillance as does aflow of traffic on the street. There is therefore a balance betweenregular flows of traffic or pedestrians providing sufficient surveillance toact as a deterrent or a quite cul-de-sac, which is empty all day with themajority of residents at work.

11. Crime Prevention

Chapter11 CrimePrevention

Lighting

11.11 It is recognised that good levels of illumination and carefullydesigned lighting schemes will enhance a development and assistagainst crime prevention methods.

11.12 It is the developers responsibility to provide appropriate lighting forthe standard of road to be adopted.

11.13 In certain circumstances, lighting of communal parking areas,parking courts and private drives will also be considered, for futureadoption.

11.14 The style of lighting should be designed to reflect the character ofthe area. In shared surfaces the use of more traditional anddecorative lighting columns will be expected.

11.15 All lighting schemes must be submitted in detail for approval andshould comply with current specifications and standards. Theelectrical details should include all illuminated signing and bollards.

11.16 The general standard of street lighting provision will need to beagreed and details of the specification and design requirementscan be obtained by contacting the Council's Operational ServicesDepartment.

11.17 For further information on Street Lighting refer to chapter 16 of thisTechnical Appendix.

Development & Flood Risk

12. Development & Flood Risk – PPG25

12.1 PPG25 increases the importance of flooding as a material considerationand requires Planning Authorities to clearly state the reasons forapproving development in a flood plain, particularly where there areobjections from the Environment Agency.

THE MAIN POINTS FOR THOSE INVOLVED IN THE DEVELOPMENTPROCESS ARE LISTED BELOW, BUT AS THIS LIST MAY NOT BECOMPREHENSIVE, IT IS ESSENTIAL THAT THE DEVELOPERS ORTHEIR CONSULTANTS READ THIS CHAPTER IN CONJUNCTIONWITH PPG 25.

• Development on function flood plains should be whollyexceptional and limited to essential infrastructure.

• All planning applications will be assessed against latest evidenceon flood risk.

• The application of the "precautionary principle" to decisionmaking - applications to be refused where the flood risk has notbeen fully assessed for the development.

• All development plan allocations will be reassessed in light offlood risk. Plans should not provide for development in high riskunprotected areas.

• Introduces a risk based sequential test which gives priority to anddirects developers towards lower risk sites and areas with little ornot potential risk of flooding.

• All departures from the sequential test to be justified (butacknowledges that exceptions may be necessary where furtherdevelopment is needed to avoid social and economic stagnation).

• Recognises that some previously-development land will bevulnerable to flooding but does not depart from guidance in PPG3

• Enhances the role of the Environment Agency on advising onflood issues. Flood Plain maps produced by them will be used asa basis for decisions.

• Recognises the importance of flood risk and management on awhole catchment basis and not restricted to floodplains.

• Encourages the use of Supplementary Planning Guidance toidentify areas of flood risk.

• Encourages the use of Grampian conditions and Section 106agreements to ensure suitable mechanisms for undertaking flooddefence works and ensuring future maintenance.

Chapter12 Development & Flood Risk – PPG25

• Introduces the possibility of a Flooding Direction, whichwould require all development proposals to be referred tothe Secretary of State where the LPA is minded to approve,but where the Environment Agency sustains its objection.

Developers will be required to:

• Assess flood risk for all applications and produce FloodRisk Assessment Studies, providing detailed informationincluding risk to their proposals and more widely, looking atcatchment areas, assessing flood alleviation measures andlikely impact of displaced water.

• Satisfy the Local Authority that any flood risk will besuccessfully managed.

• Fully fund the provision and future long-term maintenanceof flood mitigation and defence including consequent worksat other properties, however, where there are widerbenefits, the funding may be proportional to thedevelopment. If agreement cannot be reached on thecontribution the development should be refused inaccordance with the "precautionary principle".

• Incorporate sustainable drainage measures intodevelopments.

Sustainability &Audits

13. Sustainability & Waste/Safety Audits

Introduction

13.1 Developers should be aware that the Highway Authority is committedto the implementation of sustainable solutions wherever it is possibleto include them economically and viably, without compromisingunduly the quality of the finished works.

13.2 The standards for the pavement thicknessess and the choice ofmaterials detailed are indicative of the minimum standards that willbe acceptable to the Highway Authority.

13.3 Developers should demonstrate their commitment towardssustainability by considering alternative construction materials, whichsatisfy the principles of sustainability shown below, but retain similarperformances to those of more traditional materials. Each site willhave its own individual characteristics which will need to beevaluated accordingly. Evidence of this evaluation should beprovided.

13.4 Techniques to conserve resources and the use of recycled materialsare developing rapidly as they become more competitive.Consequently more and more public authorities are demanding thatsustainability issues are addressed positively and constructively.

13.5 The Highway Authorities in South Yorkshire now has a committedapproach to sustainable solutions and can provide an approvalprocess that includes a technical assessment of the re-used orrecycled product and the method of recycling, together withlaboratory appraisals and field trials where necessary.

13.6 The approval process and any relevant specification required willonly be provided at the developer's expense. Specifications can beproduced where required for specific development needs andcontract control purposes.

Principles of Sustainability

13.7 Sustainability in this context is concerned with the conservation ofresources. In engineering terms this could be achieved in thefollowing ways:-

• Minimising of Materials.

• Reduction of Waste.

• Recovery of Materials for re-use.

• Re-use and Recycling of Materials.

Chapter13 Sustainability & Waste/Safety Audits

Sustainability Action Plans

13.8 Developers may plan to re-use materials by detailing their intentionsfor waste minimisation and re-use in sustainability action plans. Thisshould cover all the materials used in the construction of thedevelopment including that used for construction of roads andfootways, buildings and especially their fitting out.

13.9 Sustainability Action Plans in particular should identify materialsused in high volumes irrespective of cost and materials of high valueirrespective of quantity. These categories of materials are likely toshow the maximum benefit from being targeted for wasteminimisation and recycling.

13.10 The subjects to be covered in a Sustainability Action Plan mayinclude:

• Who in the organisation is responsible for managingsustainability in the contract.

• Details of the training he or she has received.

• How information on sustainability is to be conveyed to staffworking on the contract.

• How sub-contractors are made aware of, and encouraged toparticipate in, the sustainability plan.

• What systems are used to control and minimisetransportation, water and energy costs.

• How product suppliers' packaging e.g. pallets, are recovered.

• What percentage of recycled materials are contained in theproducts you propose to incorporate into the works.

• Which recycling centres will be used for processing materialsrecovered. Are these the nearest centres to site? If not,explain the reasons for the decision.

• Who will carry out waste audits during construction.

• Who is responsible for taking action as a result of the wasteaudit.

13.11 Studies have shown that it is very beneficial to take positive actionand to give consideration at the planning stage as to how muchwaste might be produced on site and what happens to it. In order toassist with the process developers are encouraged to complete aSustainability Action Plan. Developers may like to prepare one tocover house building and fitting out materials.


Waste Audits

13.12 Developers are also recommended to continue to monitor wasteproduced by a site, especially the two categories of materialsidentified in the Sustainability Action Plan by carrying out a wasteaudit as the work proceeds. This has been found to beenlightening both environmentally and financially and helps todevelop a strong commitment by site staff to minimising wasteand recycling that waste which is unavoidable.

13.13 A system will need to be developed which is site specific butdoes not generate excessive bureaucracy. Assistance with thiscould be provided.

13.14 Waste may be generated on site for the reasons given below. Inorder to provide developers and the Engineer with data on whichto base future requirements and operations and in support of theSustainability Action Plan, the developer is stronglyrecommended to supply the results of the waste audit of highwayconstruction materials to the Engineer before adoption of theroads takes place.

13.15 The construction of dwellings will potentially generate far morevaluable waste than the construction of carriageways andfootways. The principles of sustainability and waste audit areeven more applicable for this activity.

Reasons for Waste Being Generated

Ordering Too Much Material

13.16 This may be because of past experience with contamination,inaccurate tolerances on construction layers, risk consequent onhaving too little material and having to order more at higher costs,error in bills of quantities or drawings, mis-ordering.

Delivery

13.17 Products may arrive on site with excess packaging or they maybe damaged during off-loading or storage. Materials may be off-loaded at the wrong location so that during uplifting and moving,some is damaged, contaminated or wasted.

Storage

13.18 Granular materials; drainage material, sub base, sand beddingand the likes should be stored on a hard base to avoidcontamination and waste. They also benefit from being sheetedto prevent significant moisture change.

13.19 Palletised products need a hard base and ready access fortransport to minimise damage.

13.20 Brittle products like clay/concrete pipes should be protected fromdamage by machinery. Specials and ancillary products need tobe stored safely. Electrical equipment and materials that need tobe kept dry e.g. cement should be kept under cover.


Use At The Jobsite

13.21 If a surfeit of materials are laid out at the job site, it is necessaryto retrieve the excess and return to store, this is particularlyapplicable to kerbs and channels and pavers.

Segregation Of Waste

13.22 Inert waste may be taken to a recycling centre by skip. It maynot be acceptable if it is contaminated with topsoil, plastic,wood, paper, plasterboard and the like. Separate skips forrecyclable inert waste and other materials could be provided.

During Installation

13.23 Poor installation practices can lead to product/materialsdamage which is unnecessary and could be avoided. It canalso lead to an excess of expensive materials being used. Anexample is poor preparation of the sub-base leading toexcessive surfacing materials being used. Poor planning canmake machine laying of surfacing difficult, hand layingcommonly leads to waste as materials go cold.

Information Contained In A Waste Audit

13.24 The waste audit should identify those materials that it isworthwhile monitoring because they are used in large quantitiesor are of high value.

13.25 For each product or material identified the following informationcould be collected. It may be prudent to provide thisinformation regularly to ensure accuracy.

• Amount required (No. lin.m, cu.m, tonnes) taken fromcontract documentation.

• Amount ordered (from orders placed).

• Amount used (from as-constructed drawings or re-measure if appropriate). This should only be different ifa variation has been made to the works. Excessmaterial e.g. kerb backing, used to facilitate installationor correct poor tolerance control on the previous layer iseffectively waste.

• Volume of inert waste taken to tip.

• Volume of inert material taken to recycling centre.

• Volume of non-inert waste taken to tip.

• Number of pallets delivered, and number returned.


Safety Audit

13.26 A road safety audit is a systematic method of checking the safetyaspects of a new layout or a change to the existing layout of ahighway and the way it is used. A safety audit should generallyfollow the guidelines produced by the Institution of Highways andTransportation; "IHT guidelines for the Safety Audit of Highways1990". Included in that document is a description of theprocedures and check lists for use at various stages of theproposals for different types of highway works.

13.27 In respect of new developments the scale and complexity of eachproposal must be considered. Major developments may wellrequire the advice of Safety Engineering specialists as well as anexamination by the Highway Authorities own experts. The IHThave produced a series of checklists (No. 4 new developments)as a guide to the areas that should be covered in a safety audit.

13.28 Within the new development and where roads intersect theexisting highway network there will be various forms of junctionsprovided to deal with the traffic situation i.e. all road users. TheIHT provides recommended procedures for dealing with thevarious junctions that may arise, and have also produced afurther series of checklists as a guide (No. 3 - TrafficManagement Schemes). These cover:

i. major/minor junctions

ii. traffic signals

iii. mini roundabouts

iv. pedestrian crossings

v. refuges.

13.29 Road Safety Audits comprise of three stages:

Stage 1 - preliminary design stage

This would be undertaken at the planning application stage, andincludes checks on junction type, pedestrian and cycle crossingfacilities. This work will normally form part of the HighwayAuthority review of the application. However, on very large orcomplex sites the developer may be requested to submit anindependent Stage 1 Audit. The Stage 1 process will also clearlyidentify what other Audit Stages are required.


Stage 2 - detailed design stage

This would accompany S278 drawing submissions, and includesuch checks as visibility distances, junction design criteria etc.,and may also be required for some Section 38 works.

Stage 3 - post construction stage

This would be undertaken between the part 2 certificate beingissued and the final certificate.

Stage 4 - Operation Review

Usually undertaken approximately 12 months after the highwayworks have been completed and opened for use.

13.30 The objective of a road safety audit is to identify potential safetyproblems, together with recommendations on how to rectify themif this is possible. Any works recommended must be attended tobefore the Final Certificate is issued. A copy of each stage of thesafety audit must be deposited with the Highway Authority.

13.31 The safety audit must be carried out by a competent personindependent of the design team, and the Council recommendsthe use of a different company of suitably qualified consultants.The safety audit team must be approved in writing by theHighway Authority which reserves the right to include a specialistfrom the Council or Police if it is felt necessary.

Adoption of Highways

14. Adoption of Highways, Advance Payments &Section 38 Agreements

Adoption Policy

14.1 The policy throughout South Yorkshire is that all residentialdevelopments should be designed to the standards andspecification of the Authority in order that the roads andfootpaths may be adopted as publicly maintained highways.

14.2 This applies to all categories of access except those agreedto remain as private drives serving up to 5 dwellings. Theadoption will include all signs, lighting, highway drainage andstreet furniture.

14.3 Footpaths and cycleways will be adopted where the route islikely to be used by the public and is part of a link within anetwork. A footpath or cycleway may link into a sharedsurface provided expected levels of through usage are low. Ifthrough movement is regular then a separate footway may berequired.

Emergency Vehicular Links

14.4 Emergency links can be a source of nuisance and amaintenance liability. They are normally not required but aresometimes deemed necessary. However a road servingmore than around 50 dwellings or up to around 100 dwellingsshould preferably be a loop or through road or at least have afootpath link for use by vehicles in an emergency.

Verges, Visibility Splays and Service Strips

14.5 Verges/landscaping areas which are an integral part of thehighway design will be adopted. Special features and areaswhich enhance the quality of the environment will beconsidered for adoption providing it is in the public interest.

14.6 All amenity planting will be subject to a separate Agreementfor which there will be a commuted sum for futuremaintenance.

14.7 All areas required for visibility at junctions or on bends will beadopted.

14.8 Car parking bays which are defined as being within thehighway limits and are for general use will be adopted.Private parking areas must be located and clearly definedoutside the adoptable highway boundary.

Chapter14 Adoption of Highways

Street Lighting

14.9 A system of street lighting shall be required for all new roads andadoptable areas. The developer shall be responsible for alllighting maintenance until the final certificate of completion isissued. For further information on Street Lighting refer to chapter16 of this Technical Appendix. The developer will not beresponsible for energy charges if the lighting has been erected bythe Highway Authority.

Drainage

14.10 All highway drainage will be adopted. Any surface run off fromwithin the curtilage of private property should not normallydischarge into the highway system of drainage. Separateconnections must be made by the developer directly to the publicsurface water system if necessary.

14.11 Soakaways may be acceptable for adoption in certaincircumstances provided consent has been obtained from theLand Drainage Authority or the Environment Agency. Adoptablesoakaways must be located in Highway land immediatelyadjacent to the carriageway/footway. Percolation tests will berequired in the presence of the Highway Authority. For furtherinformation on drainage refer to chapter 17 of this TechnicalAppendix.

Highway Structures

14.12 All structural works including retaining walls, embankments,culverts which support or abutt the highway or may effect itsstability must be designed to current standards and be approvedby the Council.

14.13 As far as possible embankments should be used to avoid the useof supporting retaining walls.

14.14 Any bridges or structures over a highway will not be adoptedunless the structure itself carries a highway.

14.15 For further information on Structures refer to chapter 18 of thisTechnical Appendix.

Advance Payments Code (APC) Procedure

14.16 The creation of more private streets is to be avoided and this can be achieved by the correct application of the APC procedure (as detailed in the Highways Act 1980). This is a statutory tool which provides for the future making up of private streets. The required practice is for the rigorous application of the APC procedure.

APC Procedure

14.17 Within six weeks of either Building Regulation approval being granted or an Initial Notice (issued by the NHBC) being received by the Council, the Highway Authority shall serve a notice under Section 220 of the Highways Act 1980 specifying the amount to be deposited or secured in respect of the street works charges for those dwellings for which approval has been granted.

14.18 Notices served, payment made or security given are registrable as a local land charge with the local Council.

14.19 If the Highway Authority has served a Section 220 notice, no work may be performed to erect the dwelling (including foundations) until the sum specified in the Section 220 notice has been deposited or otherwise secured to the satisfaction of the Highway Authority. Any building works commenced before the advanced payment is made will result in enforcement by way of prosecution.

14.20 It is usual for Estate Developers to discharge their obligations under the APC by completing an Agreement with the Highway Authority under Section 38 of the Highways Act 1980. Even though it is proposed to complete such an Agreement, it is still an offence to commence building works (including foundations) before the Agreement is executed.

14.21 A Developer who wishes to start building before the Agreement is executed should either make a deposit, or provide the necessary security, in accordance with the Section 220 notice. This amount may be broken down, on request, to cover individual dwellings. Deposits made in this way will, upon completion of the Agreement, be refunded to the Developer together with all accrued interest.

Form of Security

14.22 The Highways Act 1980 does not specify the form of security to be given and it is for the street works authority to decide what form the security should take. The Highway Authority has decided that the following securities are acceptable in lieu of a cash deposit:

Advance Payments Code/Section 38 Agreements

Chapter14 Adoption ofHighways


• Mortgage or second mortgage on the development land.

• Completed Section 38 Agreement.

• A temporary bond. The bond must be in the standard form acceptable to the Highway Authority.

SECTION 38 AGREEMENT OF THE HIGHWAYS ACT 1980

Procedure

14.23 Where an Estate Developer wishes to complete an Agreement for the development site under Section 38 of the Highways Act 1980, and when detailed planning consent has been granted, applications should be made to the appropriate Highway Authority.

14.24 The Developer will need to prove title to the land which will be the subject of a Section 38 Agreement, or provide Defective Title Indemnity Insurance and demonstrate a right to discharge surface water from the highway to either a water course, existing or proposed public sewer. Where it is proposed to drain the new highway into a sewer which is to be the subject of a Section 104 Agreement of the Water Industry Act 1991, then that Agreement must be completed with the Water Authority.

14.25 In the development of some sites, it will be necessary to alter the existing public highway and these works may be the subject of a separate Agreement under the provisions of Section 278 of the Highways Act 1980.

14.26 The time taken to enter into such an Agreement is likely to be lengthy and the developer should take account of this when programming the works.

14.27 The Section 38 Agreement will cover neither foul sewers nor any landscape areas which are outside the highway limits to be adopted by the Highway Authority.

Drawings Required

14.28 Initially, the following drawings should be submitted in duplicate for approval:

• A layout plan at 1:500 scale showing proposed adoption limits.

• A layout plan at 1:500 scale showing proposed street lighting together with calculations and data sheets.

• A plan to at least 1:500 scale showing the junction between the proposed highway and the existing public highway.

• A layout plan, scale 1:500, or to a larger scale may be required, showing positions of carriageways (including carriageway widening), footways, footpaths, service margin strips, verges, traffic calming features, highway structures, visibility splays, surface water drainage details, positions of dwellings, parking spaces, garages and vehicle crossings, street lighting, street nameplates, trees and planting etc., and defining by spot levels the falls in turning spaces and on private drives.

• A typical cross-section, showing carriageway and footway specifications, camber or crossfall gradient, kerb type, bedding and upstand, etc.

• A typical detail of a vehicle crossing and pedestrian crossing.

• Longitudinal sections, showing existing and proposed levels, gradients, vertical curves, transitions, surface water and foul drainage, manholes, etc. Pipe and pipe bedding classifications should also be included on these drawings.

• Cross sections as may be necessary to indicate proposals for dealing with areas of cut or fill.

• Other drawings as necessary to detail surface water manholes, outfall structures, interceptors, soakaways, retaining walls and other highway structures, etc.

14.29 All the layout drawings submitted for inclusion in a Section 38 Agreement must be coloured as follows:-

• Carriageway - coloured brown.

• Footway - coloured yellow.

• Verges - green.

• All highway surface water drainage items - blue (including gully connections).

• Site boundary - edged red.

14.30 After approval, the relevant Highway Authority will notify the developer of the drawings required to support the Agreement.

14.31 For large developments, it is recommended that the layout be divided into stages and that separate Agreements be completed for each stage.



Sealing of Agreement

14.32 When the detailed proposals have been approved, the drawings will be passed to the appropriate Legal Officer who will prepare a draft Agreement which will be passed to the Developer's solicitor for approval. Once the draft has been approved the engrossment will be prepared and dispatched for execution by the parties to the Agreement.

14.33 Only when a Developer and his Surety have executed and returned the engrossment to the appropriate Legal Officer may building works commence on the dwellings unless a deposit or security has been made. The Agreement will not be revealed on Local Searches until it has been executed by all parties and completed. Developers are advised to ensure that any road works undertaken comply with the plan/s approved by the appropriate Highway Authority and that they are inspected by the Authority's representative.

Completion Certificates, Surety and Inspection Charges

14.34 Three Certificates will be issued under the Agreement.

14.35 The Part I Certificate On completion of all works comprised in Part I of the Schedule to the Agreement.

14.36 The Part II Certificate On completion of all remaining works comprised in Part II of the Schedule to the Agreement.

14.37 The Final Certificate On completion of any remedial works at the end of the Maintenance period specified in the Section 38 Agreement.

14.38 The extent of the Sureties obligations under the Agreement will be the Engineer's total estimated costs of all Works comprised in the Agreement. The sureties obligations will be reduced by 50% of the original surety value upon the issue of the Part I Certificate and reduced by a further 25% of the original surety value upon the issue of the Part II Certificate. The sureties obligations will reduce to nil upon the issue of the Final Certificate. On the issue of the Part II Certificate the road(s) will become highways, open to public use, but maintained at the developer's expense. On the issue of the Final Certificate the road(s) will become maintainable by the Highway Authority.

14.39 If the site is also the subject of a Section 104 Agreement under the Water Industry Act 1991 and the sewer is situated within the highway or is an integral part of the highway drainage system, then the Part II Certificate will only be issued after a 'Provisional Certificate' has been issued by the Water Authority for the works which are the subject of the 104 Agreement.

14.40 Landscaping areas to be adopted under the Section 38 Agreement must be fully established before the Part II Certificate is issued and the areas shall be maintained weed free by the Developer during the maintenance period and until the Final Certificate is issued.

14.41 The Final Certificate will only be issued when:

• The transfer of the 'highway' land has been completed.

• All necessary Deeds of Grant for drainage or street lighting situated outside the highway limits have been completed.

• Landscaping areas that are to be adopted are fully established and planted in accordance with the specification. If the Developer defaults on the maintenance aspect and there is a need to re-plant, adoption will be delayed until the landscaping is fully established or alternatively the developer pays a commuted sum to the Highway Authority so that adequate maintenance can be given in the early years. If more than 20% of planting has to be replaced before final adoption, then the developer will be required to extend his liability for maintenance for a further period to be agreed with the Highway Authority.

• A Health and Safety File, as required by the Construction (Design and Management) Regulations 1994, has been delivered to the Highway Authority.

• All other requirements of the Section 38 Agreement have been fully complied with.

14.42 The Agreement will provide for the payment to the Highway Authority of costs associated with the works and these will be detailed in the Agreement. Additional commuted sums will be necessary for the future maintenance of adopted highway structures.

14.43 The Agreement will contain a clause stating that no dwelling shall be occupied until all works specified in Part I of the schedule to the Agreement up to and including the frontage of the property in question and connecting it to a highway maintainable at public expense have been completed and approved. In some circumstances, the connecting road may itself be subject to a Section 38 Agreement.


Public Utilities

15.1 Public utility apparatus on estate roads should be provided in the mosteconomic manner consistent with consumer convenience, ease ofmaintenance and good appearance. The developer must consult withthe statutory undertakers and co-ordinate the location of mains andservices during the initial design process. The developers should obtaincopies of the National Joint Utilities Group publications:

• NJUG Publication No. 7 (Dec. 1986) Recommended Positioning of Utilities, Mains and Plant for new works.

Location of statutory undertakers' services

15.2 The statutory undertakers prefer to establish routes for their apparatuswithin areas adoptable as public highway or in land to be maintained bylocal authorities. To minimise installation and maintenance costs and toavoid future disruption, apparatus will normally be laid in footways andverges adjacent to carriageways. In accessways where there is noseparate verge or footpath provided, it will be necessary to lay serviceswithin the carriageway. In this situation a 2m strip must be allocated atone side of the carriageway for use by Statutory Undertakers.

15.3 Figure [9] shows a recommended arrangement for Utilities' services in a2.0 metre wide footway.

15.4 Electricity and telephone cables must be laid underground for aestheticreasons.

15.5 Installations such as sub-stations and gas governor houses requiringheavy vehicle access should be located on local distributor or majoraccess roads outside the limits of the public highway. They should beprovided with sufficient parking to accommodate service vehicles clear ofthe highway.

15.6 The siting of water valve boxes, hydrants, post office, mail boxes andtelephone boxes requires special attention and must be co-ordinatedwith the Statutory Undertakers and the emergency services. Foraesthetic reasons all surface boxes must be laid parallel to the line offootways/footpaths verges and paved margins.

15.7 Developers should take account that services are usually laid on the sideof the road fronting the most properties, and that it will be theirresponsibility to provide cross-carriageway ducts at agreed locations andto establish means of readily locating the duct ends.

15.8 In the event of the routes available in the adoptable highway beingunsuitable, the developer must provide other land as necessary andarrange for satisfactory easements. Neither the Highway Authority northe Local Authorities have the resources to maintain land that is requiredsolely, for public utilities.

15. Public Utilities

Chapter15 Public Utilities

15.9 Where services are laid in land outside the control of the HighwayAuthority or Local Authority, any covenant required should benegotiated between the developer and the undertaker.

Verges and Paved Margins

15.10 On Local Distributors and Major Access Roads where verges areprovided, the Public Utility companies will be discouraged fromusing them, so as to provide an area for tree planting andlandscaping. This is to prevent vehicular corridors being visuallysterile.

15.11 If for some reason it is inevitable that some services need to beplaced in verges, then the verge should be widened toaccommodate them. If this is not practical then additionalprotection may be required to prevent root penetration of ducts etc.

15.12 Where paved margins (clearance strips 0.5 metres wide) areprovided they must not be used for mains and cables; theexception being for household services and the provision of streetlighting.

Cable television apparatus

15.13 The developer should ascertain if a Cable Television Franchise hasbeen entered into for the area. Should a franchise exist then thedeveloper should ensure that all necessary ducts areaccommodated.

Co-ordination

15.14 The layout design must reconcile the sometimes conflictingrequirements of highway authority, public utilities and localauthority, always bearing in mind that the main objective of thesestandards is to create a better environment, particularly onresidential estates.

15.15 Certain species of trees and shrubs in close proximity to publicutilities should be avoided since their roots will cause damage, andthe plants themselves will be damaged by excess excavation.

15.16 In addition, the layouts of the several services must be co-ordinated, although the joint trench principle is an ideal which is notoften practicable. However, care must be taken to ensure theservices do not conflict.

15.17 Developers must provide the public utilities with their proposals atthe earliest possible stage, and the designers must considerservices as a basic design element.

Chapter15 Public Utilities

Public Sewers and Drains

15.18 The location of Public sewers and drains must be agreed with theappropriate Water Authority who will require adoptable sewers tobe laid within highway limits normally in the carriageway. In thecase of drains catering solely for the discharge of surface waterfrom prospectively adoptable highways, the highway authorityshould be consulted.

15.19 Where practical, particularly on bends, manholes should beprovided in footways or verges; this will provide a saferenvironment for those who need to maintain them, and be lessdisruptive for users of the carriageway.

Shared Private Drives

15.20 Developers are reminded that these will not be adopted, but

dependent upon the position of the properties they serve, thestatutory undertakers may require to lay main and cables, withtheir associated access boxes, within them. Proper andadequate protection will be required and they may also acquire acovenant in the conveyance to advise purchasers of theirpresence and need for access for future maintenance.

Street Lighting

16. Street/Road Lighting

General

16.1 Prospectively adopted highways which includes new roads,footpaths, cycleways shall be provided with street lighting andalternative means of access except those residential accessroads where the Local Authority wish to see them excluded.Private drives, rear private parking courts and certaincommercial/industrial areas will be considered for lighting toadoptable standards at the discretion of the Local Authority, atthe expense of the developer including a commuted sum forfuture maintenance. Street/Road Lighting, including lighting ofadopted footpaths, shall be in accordance with currentspecifications and standards as specified by the LocalAuthority. Generally lighting of developments shall be inaccordance with appropriate and relevant sections of BS5489.'Code of practice for lighting for subsidiary roads andassociated pedestrian areas'.

Design

16.2 This will be undertaken by the Local Authority but can beundertaken by the developer. Schemes prepared bydevelopers shall be submitted to the Local Authority forapproval for which a design fee for checking will be incurred foreach submission at an hourly rate, and a minimum fee asdecided by the Local Authority. A specification and/or list ofacceptable equipment is available on request. Developersdeviating from this list must have the equipment approved bythe Local Authority.

Installation

16.3 An approved scheme should be installed by the Local Authorityalthough it could be installed by the Developer or hisContractor. Installation of street lighting shall be in conjunctionwith development of the site. Where work is carried out by thedeveloper the Local Authority should be asked to approve thepositions of the columns prior to erection. If incorrect, the LocalAuthority may require street lighting to be rectified, otherwisethe scheme may not be considered suitable for future adoption.In certain instances it may be acceptable to attach lighting unitsto buildings, for example in mews courts. This will normallyrequire a way-leave agreement between the owner, ElectricityCompany and the Local Authority. Contractors must refer toany specification or requirements of the Local Authority.

Chapter16 Street/Road Lighting

Electrical Supplies

16.4 When the Local Authority is providing and installing equipment onbehalf of the developer, the Local Authority will make thenecessary arrangements for the connection of the electricitysupplier on the receipt of an official order. Alternatively theDeveloper or his Contractor, during the installation of equipmentmust make all the necessary arrangements with the ElectricityCompany for the connection of the electricity supply.

Remote Monitoring Equipment

16.5 Remote monitoring equipment will be provided and installed bythe Local Authority on behalf of the developer on receipt of anofficial order. Alternatively where necessary the developer will beresponsible for the installation of monitoring equipment to thespecification of the Local Authority.

Adoption of Lighting Units/Test Certificate

16.6 The authority must be notified in writing when the lighting unitsare ready for inspection prior to adoption. The notification mustbe accompanied by an electrical test certificate andinventory/asset management details in accordance with the LocalAuthority specification, relating to the appropriate unit when theunit has been installed by the developer or his contractor.

Maintenance

16.7 Where the Local Authority erect/install equipment energy costswill normally be accepted by the Local Authority from the date ofconnection of each approved lamp on prospectively adoptablehighways and certain discretionary areas referred to above. TheLocal Authority will normally accept routine maintenance after thehighway has been adopted. Where the Local Authority hasinstalled the lighting equipment routine maintenance will beaccepted from the date of installation. In the pre-adoption periodthe developer will be responsible for the replacement and repairof any damaged equipment together with all energy costs whenthe developer or his contractor has erected/installed theequipment. The Local Authority will not be responsible for routinemaintenance or energy costs of any equipment that has not beenapproved, also, the highway will not be adopted unless agreedwith the Local Authority.

Drainage

17. Drainage

Design of Highway Drainage Systems

General

17.1 New developments must be provided with separate on-sitesystems of drainage. Whenever feasible one surface waterpipe (being a Section 104 prospective public sewer) shall belaid in the highway taking discharge from properties and thehighway. Any lengths of surface water pipework receivingonly discharge from the highway, shall be designatedhighway drains, being included within a Section 38 adoptionagreement. No discharges from property can be acceptedinto highway drains.

17.2 Surface water from the highway shall be collected by meansof gullies and gully connections, channel and grating systemsor combined drainage and kerb systems and shall bedischarged through pipes of not less than 150mm diameter toan adequate sewer, highway drain, ditch or watercourse or,where sufficient permeability is obtainable, to soakaways.Where a ditch or watercourse may become overloaded byadditional run-off, regulation of the discharge will be required.It will be the 'developers' responsibility to provide sufficientevidence, including if necessary a Flood Risk Assessment, toshow that downstream watercourses, culverts or pipes willnot be adversely affected. The EA/Land Drainage Authorityshould be consulted regarding outfall/discharge criteria andpollution measures.

17.3 Where it is proposed to connect to an existing or proposedpublic sewer, the consent of the appropriate SewerageUndertaker will be required, and the HA will require evidencethat such consent has been obtained prior to approving thedrainage design.

Design of Highway Drainage System

17.4 Construction and design standards, except when notedbelow, will generally comply with the latest edition of "Sewersfor Adoption".

17.5 The 'Rational (Lloyd-Davies)' method or 'Micro DrainageComputer Analysis' shall be used for the design of highwaydrainage as set out in Road Note 35 'A guide for engineers tothe design of storm sewer systems', published by HMSO andused in conjunction with the 'Tables for the hydraulic designof pipes and sewers (5th Edition)', published for HydraulicsResearch by Thomas Telford Ltd.

Chapter17 Drainage

17.6 The following parameters shall be used:-

• The system must be capable of accepting withoutsurcharge a storm frequency of once every 2 years exceptfor sites where consequences of flooding are severe, forexample; existing basement properties adjacent to newdevelopments, where a frequency of once every 5 years willapply.

• Time of entry - normally 2 minutes.

• Minimum self cleansing velocity - 1.0 m/sec.

• Steep gradients are preferred to the use of backdrops.

• Impermeability factor - 1.0 over whole width of highway(including footways and verges).

• Roughness coefficient of pipes - 0.6mm.

• The following formula shall be used in calculating the rate offlow:-

Q(litres/sec) = 2.78 x R x Ap where R is the rainfall in mm/hrand Ap is the cumulative impermeable area in hectares.

17.7 To assist in the checking of drainage calculations a design sheetbased on Table 1 of Road Note 35 should be used, or alternatively"microdrainage" or similar approved computerised programsshould be submitted.

17.8 Highway drains up to and including 900mm diameter, includinggully connections and sewers shall comply with BS 8005. The typeand class of both pipe and bedding, which shall be determined bythe ground conditions, the proposed cover to the pipe, the designloading and trench width, must be shown on the drawings.Calculation of design loads and bedding factors shall be inaccordance with the Simplified Table of External Loads on BuriedPipelines, issued by the Building Research Station and publishedby HMSO. All calculations for design loads shall be submitted forapproval.

17.9 Highway drains and sewers greater than 1000mm diameter areclassified as highway structures.

17.10 Gullies should preferably connect directly into manholes, but if thisis not possible they shall be connected to the main pipe by meansof 45° oblique angled junctions and surrounded by concrete mixST4. Gully connections shall not normally be longer than 20metres and serve no more than four gullies.

17.11 Each gully shall not drain more than 200m² of catchment area.Double gullies should generally be provided at low points.

17.12 When calculating areas drained, allowance must be made for allfootways/driveways, footpaths, paved areas and highway vergeswhich fall towards the carriageway. Forecourts in excess of 50m²should have separate systems, unless agreed with the HA.

17.13 In footpaths which are separated from carriageways, gullies orchannels connected to the highway drainage system must beprovided where surface water would otherwise pond or dischargeinto adjacent property or down a flight of steps.

17.14 Gullies should be sited to prevent surface water flowing acrossthe junctions. Care should be taken to eliminate ponding in thevicinity of the mid-point of the radius kerbs. Where super-elevation is provided, a gully should be sited just short of thepoint where adverse camber is removed to prevent water in theupstream channel flowing across the carriageway. Care shouldbe taken to avoid ponding in the transition length when thelongitudinal gradient is flat or where there are traffic islands,central reserves or traffic calming measures. Gullies must not besited directly at the following locations:-

• At pedestrian crossing points

• At driveways

SUSTAINABLE URBAN DRAINAGE SYSTEMS (SUDS)

Soakaways including other forms of infiltration devices.

17.15 Highways Authorities support the use of environmental policieswhich generally promote the use of SUDS where this is feasible.In this respect it is important to involve the adopting authorities(both highway and sewerage) as early as possible to discuss anyproposals. The use of SUDS on individual plots (or groups ofproperties) should be encouraged where practicable to limitsurface water discharges. Whilst soakaways or otherinfiltration/storage systems may be appropriate under private carparks, driveways gardens or public open spaces, they will not bepermitted under public highway, whether carriageway or footway.The use of permeable surfaces will not normally be permitted onadoptable carriageways or footways. Where swales or otherinfiltration devices are proposed it is critical that all parties (i.e.sewerage, highway and land drainage authorities plusdevelopers/landowners) agree on the future ownership andmaintenance responsibilities of all drainage facilities at thePlanning Application stage. Further details are outlined in theFramework for Sustainable Urban Drainage systems (SUDS) inEngland and Wales - National SUDS Working Group.

17.16 Soakaways for road drainage should not be used if surface watercan be disposed by connecting the road drains to an exitingsystem or watercourse. Soakaways must not be sited incarriageways.

Chapter17 Drainage

Chapter17 Drainage

17.17 Considerable care must be taken when siting soakaways and thefollowing matters must be taken into consideration-

• Distance from dwellings, current and future tree planting,

carriageways, services, sensitive aquifers, adjacent

landfills/contaminated land etc.

• Possible future flooding or water problems, particularly on

nearby lower ground.

• Possible future maintenance problems, including current and

future access.

• Need for easements.

• Geological factors.

17.18 Highway soakaways shall be situated the following minimumdistances from dwellings, (measured from the outside edge of asoakaway):-

• 5 metres for conventional perforated soakaway.

• 10 metres for deep soakaway.

• Adjacent soakaways should be spaced a minimum of 10metres apart, otherwise the combined capacity must bereduced to allow for interaction between the soakaways.

Perforated manholes with stone surround must be used to facilitatestorage volume and maintenance voids filled with stone/hardcore willnot be acceptable.

17.19 Catchpits shall be provided before the connection to a soakaway. Inaddition, the EA may require the inclusion of oil interceptors. In allcases the EA must be consulted. The drainage system shall bejetted and catchpits cleaned out prior to adoption to remove siltgenerated during the construction phase.

17.20 The EA's 'Policy and Practice for the Protection of Ground Water'includes policy statements on discharges to underground strata andshould therefore be utilised when considering discharge tosoakaways. Highway drainage to soakaways may be opposed inaquifer protection zones around public water supply boreholes.

17.21 An EA 'consent to discharge' is required to discharge effluent (whichincludes surface water from highways) to controlled waters, whichare defined as inland, coastal and underground waters. It istherefore a requirement of the EA to obtain a 'consent to discharge'licence when constructing a soakaway which drains into an acquiferprotected by the aquifer protection policy. The EA should becontacted at the design stage of a development if it is proposed toconstruct highway soakaways, to establish whether there is a needfor a licence.

Chapter17 Drainage

17.22 Soakaways shall be designed and installed in accordance withBRE Digest 365 Soakaway Design, including such revisions asmay be issued at the time of signing the Agreement. Catchmentareas shall not exceed 3500m² for an individual chamber or bank ofinterconnected chambers.Percolation tests are required to becarried out in the presence of the Highway Authority at thePlanning Application stage.

17.23 It may be necessary to link soakaways with at least 150mmoverflow pipes when soakage is poor, and at low points overflowpipes should be provided whenever possible. Alternatively, deepboreholes type soakaways may be considered suitable, subject toEA approval and any other relevant approvals.

17.24 Percolation tests are required to be carried out in the presence ofthe Highway Authority at the Planning Application stage.

17.25 Additional site investigation, ground improvement and specialdesign requirements must be considered where solution features or'made ground' are encountered local to soakaway chambers andinlet pipes. Under these geological conditions design requirementsfor inlet pipes include increased pipe flexibility and increasedgradients to allow for future differential settlements.

17.26 Commuted sums will also be required for future maintenance ofeach soakaway or attenuation system if appropriate, in thesoakaway system and will vary dependent upon the type ofsoakaway.

Ditches and Watercourses

17.27 The EA/Internal Drainage Boards/Local Authorities and riparianland owners should be consulted as to whether or not ditches orwatercourses on development sites are to be piped or culverted.

17.28 In accordance with current environmental policies, it is preferableto retain open watercourse channels wherever possible. Anyculverting or diverting of watercourses must obtain approval fromLocal Authorities under Section 263 of the Public Health Act 1936,in addition to any approval from the Environment Agency. Culvertsmust be sized to take the maximum possible discharge created byextraordinary rainfall, this can be taken as an event with a 1 in 100year storm.

17.29 If culverting of a watercourse is accepted, the new culvert (new oroccasionally, if agreed, an existing) will normally form a crossing ofthe highway. Where it is proposed that the Highway Authoritytakes responsibility for watercourse culverts or pipework laidlongitudinally within the highway, then a commuted sum will bepayable to the Highway Authority. Alternatively the watercoursepipework can be routed through private property, in which case theriparian responsibilities must be covered in the property deeds.The adoption of any watercourse, whether open or culverted by the

Chapter17 Drainage

Highway Authority must be clearly included in the Section 38Agreement.

Connection to Sewers and Drains

17.30 A new highway drain may be connected to an existing surfacewater or combined public sewer, or a sewer which is the subjectof a Section 104 Agreement under the Water Industry Act 1991,subject to the approval of the Sewerage Authority, who may wishto make the connection to the existing public sewer. A newhighway drain may also be connected to an existing highwaydrain or land drain, subject to the approval of the HighwayAuthority and other relevant Authorities. In all cases, existingsewers or drains shall be properly extended, connected andjointed to new sewers, drains or manholes.

17.31 In some cases reinstatement of land drains may be required but,where they are to be connected to a sewer, a catchpit shall beprovided before the connection, having a silt trap 600mm belowthe lowest pipe invert. In the case of all other drains they shall beconnected in such a way that normal access for the rodding andmaintenance is achieved.

17.32 Before entering or breaking into an existing sewer or drain, noticeshall be given to the Drainage Authority responsible for the pipeto which the connection is to be made and appropriatepermission obtained.

17.33 Where a new highway drainage system is connected to anexisting piped system a temporary catchpit may be required whilethe site is being developed, with the catchpit to be removed oncompletion of all works and the chamber to be made good withthe necessary channels and benching.

17.34 The removal of detritus from chambers, repairs or defects or re-cleaning of the whole or part of a section will be instructed by theHA as additional works where necessary. Detritus must not beallowed to enter any downstream pipework.

Outfalls and Headwalls

17.35 Where a piped system discharges into an existing ditch orwatercourse the pipe invert shall not be lower than the level ofthe average flow in the ditch or watercourse and under nocircumstances less than 150mm above the ditch or watercourseinvert.

17.36 The end of the pipe shall be directed so as to discharge at anangle not greater than 60° to the direction of flow in the ditch orwatercourse. The end of the pipe shall be provided with aheadwall and apron of a design to support the bank above andadjacent to the pipe and to prevent scouring underneath the pipe.The banks of the ditch or watercourse shall be protected fromscouring. In some cases, pitching to the stream bed may also berequired. In all cases the EA and other Land Drainage

Chapter17 Drainage

Authorities shall be consulted and any of its requirements shall becomplied with.

17.37 Further details can be obtained from CIRIA (Construction IndustryResearch and Information Association) document entitled "TheCulvert Design - CIRIA Report No. 168".

Drainage Structures Approval

17.38 Any drainage chamber, other than manholes using standard pre-castconcrete rings plus concrete surround, together with all pipes greaterthan 900mm diameter and headwalls greater than 1.0m retainedheight will require Technical Approval as defined in chapter 18.

17.39 Furthermore, the construction details shall be agreed with theHighway Authority.

Highway Structures

18. Highway Structures

Definition of a Highway Structure

18.1 The definition for a highway structure can fall into one of two types,either:

• any structure or building built in, under, or over, the highwaywhere the span dimension at any point is equal to, or exceeds1.0m. This includes amongst others, bridges, footbridges,culverts, pipes, tunnels, chambers, cellars, shafts, manholesand storm water balancing tanks etc., or,

• any structure or building built in, or within 3.66m of, thehighway which supports the highway, or ground above it, andwhere the retained height either above or below the highwayis 1.0m, or more. This includes amongst others, retainingwalls, headwalls, basements and cellars etc.

18.2 The definition of 'highway' used above includes the carriageway,footway and all verges. Structures that fall below the aboveclassification (i.e. <1.0m span and <1.0m retained height) includingscreen walls should be designed to the appropriate standards. Forguidance the HA should be consulted and the relevant informationsheets obtained.

General

18.3 As far as possible embankments should be used to avoid the use ofsupporting retaining walls. The HA will only consider adopting wallsconstructed to support the highway if an embankment is notpracticable. All retaining walls over 1m retained height, supporting :-

(a) highways will normally be adopted subject to satisfying the approval procedures.

(b) adjacent land will not normally be adopted but still must meet the approval procedures

18.4 All structures associated with the highway (whether adopted or not)will be required to be designed in accordance with the latest relevantStandards, Codes of Practice, and DETR Technical Memoranda.

18.5 Because of the important design, safety, inspection and maintenance

considerations involved it is required that a technical approvalprocedure must be adhered to for highway structures. Full details ofthe approval procedure including a schedule of all the relevantdesign documents is available on request from the Highway Authority(HA).

18.6 All structures/walls should be identified on the layout drawing andcross sections and submitted as part of the Planning Application.

Chapter18 Highway Structures

The Approval Procedure

18.7 The Technical Approving Authority is the Highway Authority (HA).

18.8 The technical approval procedure is based on the Department of'Transport's Departmental Standard BD 2/02 'Technical Approval ofHighway Structures on Motorways and Other Trunk Roads' and isoutlined below.

18.9 This approval procedure is to be followed for the construction oralteration of any highway structure, whether to be adopted or not. Wherea structure is to be adopted by the HA this must be specifically writteninto the Section 38 or 278 Agreement together with the agreedcommuted sum figure for future maintenance which the Developer is topay to the HA. Where the structure is not to be adopted and does notbelong to a Statutory Undertaker, the HA should be advised of itsownership in respect of future liability.

Technical Approval of Design

Approval In Principle (AIP)

18.10 For all highway structures the Approval in Principle document and theTechnical Approval Schedule (TAS) will be issued by the HA to thedeveloper requiring the basis of the design to be defined. The Developerwill be responsible for preparing and submitting the AIP.

Structure Design

18.11 Two signed copies of the AIP are to be submitted to the HA and nodesign should commence until approval of the AIP has been obtainedfrom the HA. Upon receipt of the endorsed AIP document the design ofthe structure may then commence.

Design/Check Certificate

18.12 Two signed copies of both the Design Certificate and Check Certificateare to be submitted to the HA for endorsement. One endorsed copy ofboth Certificates will then be returned.

Maintenance Audit of the Design

18.13 Once the signed copies of the design and check certificates have beensubmitted, a Maintenance Audit is carried out by the HA. This is toensure that aspects affecting the on going inspection and maintenanceof the structure are to the HA's approval.

18.14 If the procedures in this section have not been followed and endorsed bythe HA construction WILL NOT be permitted, nor will the road beadopted.

Technical Approval of Construction

18.15 The construction work should not commence until all legal agreementsare signed and the Consultant is in receipt of the Design and Check

Chapter18 Highway Structures

Certificates endorsed by the HA and the Developer's sitesupervision arrangements are agreed by the HA. The Developermust notify the HA of the programmed start and completion dates,prior to any works commencing on site.

18.16 Supervision of the works and the level of supervision shall be theresponsibility of the Developer but must be carried out by acompetent consultant as specified in the AIP. In addition the HA isto be permitted access to the works at any time during constructionfor supervision checking. This will be undertaken at intervalsdependent upon construction and must include important aspectsof the construction work. The HA shall be advised in advance andbe regularly updated of key operations and their dates in theconstruction programme. The full costs of the supervision andassociated reporting is to be met by the Developer.

As-Built Requirements

18.17 Upon completion of the works a Certificate of ConstructionCompliance, certifying that the structure has been built inaccordance with the approved drawings and specification is to beprepared by the Supervising Consultant. Two signed copies mustbe submitted to the HA for endorsement. Included with this mustbe the As-Constructed Records comprising the As-Built Drawings(as specified by the HA), Maintenance Manual and theHealth & Safety File (in accordance with the Construction (Designand Management) Regulations 1994. The As-built drawings are tobe negatives, not paper prints. One copy of the Certificate ofConstruction Compliance will be returned to the SupervisingConsultant upon endorsement.

18.18 Approval for adoption WILL NOT be given by the HA until theCertificate of Construction Compliance and the As-Constructedrecords have been received and approved by the HA.

Structures over the Highway

18.19 Any structure above or overhanging the existing or proposedhighway i.e. balconies; bridging structures etc., may be permitted,providing all statutory regulations are complied with, and thedeveloper applies for a licence under Section 176/177 of theHighways Act.

Easements

18.20 Suitable access shall be provided for inspection and maintenanceof structures and where easements are required for this purpose,these shall be negotiated by the developer and transferred to theHA on adoption of the structure.

Payments to the Highway Authority

19. Payments to the Highway Authority

19.1 A charge is made by the Highway Authority for the work involvedin the preparation and administration of the Section 38/Section278 Agreements and for checking the design and site inspectionof the roadways and any associated structures.

19.2 The charge for administration, checking and site inspection isnormally a fixed percentage (6½%) of the estimate costs of theroadworks and associated structures as assessed by theHighway Authority, plus an additional fixed sum per agreement(plus disbursements) to cover legal costs.

19.3 In the event of the developer not going ahead, a charge will bemade by the Highway Authority to recover their abortive oradditional costs for any checking of the design and preparationand administration of the Section 38/278 Agreements.

19.4 Commuted sums will be required for the long term maintenanceof street lighting, drainage and structures including culverts andpublic art. These will be dependent on the specific adoptioncriteria of each authority. In addition, commuted sums may berequired for the long term maintenance of open space/landscapeareas and traffic signal/pedestrian crossing installations.

Street Lighting

19.5 If street lighting is to be installed on shared Private Drives it mustbe agreed with the Highway Authority to ensure there is noconflict with existing or new lighting on adjacent adoptable roads.The Highway Authority will need to be satisfied that the developerhas made arrangements for the payment of all future energy andmaintenance charges in connection with Shared Private Drivesand this could be in the form of a commuted sum payment to theHighway Authority. Alternatively the Highway Authority mayadopt the equipment.

Drainage

19.6 Developers should appreciate that soakaways, and/or drainageattenuation features, where they are permitted by the HighwayAuthority, incur an additional maintenance risk. Therefore theyare not normally permitted where discharge can be morepositively controlled by direct connection of the new highwaydrainage system to an existing drain or sewer or water course.Where they are permitted they will involve the payment of acommuted sum to the Highway Authority.

19.7 If any adoptable highway drainage system requires pumpingequipment to be installed, the Highway Authority will require thepayment of a commuted sum to cover future maintenance.

Miscellaneous

20. Miscellaneous

General

20.1 The items in this section are important and relevant to the design ofa new development but do not fit logically within the previoussections.

Refuse Collection

20.2 The Local Authorities within South Yorkshire provide refusecollection services and recycling facilities. The manner in whichthis service is provided will depend upon the area of the district inwhich the development is proposed.

20.3 Refuse points should be easy to reach for collectors, and adequateaccess and egress must be provided. If the design principles ofthis guide are followed the refuse collection vehicle should nothave problems, nor cause too much inconvenience to residentsand other road users.

20.4 Many areas are now provided with 'wheelie' bins which are moreconvenient and have greater capacity. On collection days thewheelie bin must be placed at the edge of the public highway or adesignated collection point.

Street Cleansing

20.5 Street cleansing will normally be carried out by mechanical means,and the developer should therefore in the design of carriagewaysand footways avoid sterile areas which cannot be negotiated bymechanic sweepers.

20.6 Outside shops, schools and community facilities, bus stops andother areas where people are likely to congregate, the developermay be required to provide litter bins to a specific design.

Grit Bins

20.7 Where roads, footpaths and cycleways with a gradient exceeding 1in 12, or where severe bends together with gradients may causelocalised problems the developer will generally be required toprovide grit bins for public use. Such bins must be positioned so asto be clear of the paved area used by vehicles, pedestrians andcyclists.

20.8 The Highway Authority should be consulted with regard to type,capacity, specification, location and enclosure of the grit binsrequired.

Street Furniture

20.9 A great deal of time and effort goes into the design ofresidential/commercial developments and some of this can beruined by the lack of regard to the location of the streetnameplates, telephone kiosks, utility service cabinets, litter binsetc.

20.10 Wherever possible street nameplates should be fixed to walls,lamp columns or property, where they are less likely to sufferfrom vandalism and generally make for less clutter. Howeverwhere this is not practical they may be placed against walls orlandscape areas, so that they do not occupy a prominent positionin an open plan estate.

20.11 Where people are likely to congregate i.e. at shops, communitycentres or bus stops etc., these make an ideal opportunity acombine street furniture such as telephone kiosks, post boxesand litter bins in a structured way.

Street Naming

20.12 Developers may offer suggestions for street names to the LocalAuthority and reasons for the choice would be helpful to theAuthority in reaching a decision.

20.13 Whether or not the developer wishes to suggest names for newroads he should, as soon as possible after receiving BuildingRegulations Approval, submit to the Authority the followingduplicate plans to enable postal numbers to be allocated.

20.13.1 All roads and walks that require naming.

20.13.2 The location of all new and existing properties.

20.13.3 The front and rear access to all properties.

20.13.4 The plot/unit numbers.

20.13.5 The postal numbers or names of any existing

properties incorporated within the development

and served by new roads.

20.14 Developers should provide and erect new street nameplates tothe specification of the Local Authority in the positions notified tothem when the street is named and before any properties areoccupied.

20.15 Where a street is a cul-de-sac, this should be indicatedappropriately on the street nameplate. Developers should notethat a 'no through road' symbol to diagram 816.1 of the TrafficSigns Regulations and General Direction 1994 on a street

Chapter20 Miscellaneous

nameplate is appropriate for a cul-de-sac. Such symbols mustonly be used where there is no through road for motor vehicles.

Traffic Signs and Carriageway Markings

20.16 Traffic signs and road markings play a very important role in roadsafety, but the wholesale use of them on minor estate roads,lessens their value where there is a real need, and leads to anover prolification of signs and future maintenance liabilities.

20.17 The developer will be expected to provide all traffic signs androad markings as approved by the Authority that are consequentupon the development. It should be noted that this may involvesigns and markings on the existing highway and occasionally withsigning at some distance from the development. Signs thatrequire illumination will need to be considered as an integral partof the street lighting design.

20.18 Road markings and traffic signs will need to be provided inaccordance with the current edition of the Traffic SignsRegulations and General Directions 1994 and the 'Traffic SignsManual' issued by the Department of Transport, unless amendedby the supplement to this guide. The design, location andmounting of traffic signs should be in accordance with Circular7/75.

Traffic Regulation Orders

20.19 In certain circumstances, the introduction of Traffic RegulationOrders may be required to facilitate a development.

20.20 The cost of promoting the relevant Traffic Regulation Order andits implementation, including signs, carriageway markings etc.,will need to be met by the developer.

Chapter20Miscellaneous

BJS/MS/3758/090503/Bibliography

BIBLIOGRAPHY

Department of Environment, Transport and Regions; Places, Streets & Movement, A Company Companion Guide to Design Bulletin 32 (September 1998).

Design Bulletin 32 - Residential Roads and Footpaths - Department of the Environment & Transport 1992.

DETR, A New Deal for Transport: Better for Everyone (1998).

PPG1 - General Policies and Principles - Department of the Environment 1997.

PPG3 - Housing - Department of the Environment 1999.

PPG13 - Transport - Department of the Environment and Transport 1999.

Circular 79/72 Children's Play Space - Department of the Environment 1972.

The Highways Act 1980 - Department of Transport 1980.

The Traffic Signs Manual 1986 - Department of Transport 1986.

The Highways (Road Humps) Regulations 1996 - Department of Transport 1996.

Making Way for Cyclists - Local Transport Note 1/89 - Department of Transport 1989.

Shared Use by Cyclists and Pedestrians - Note 2/86 - Department of Transport 1986.

Site Layout Planning for Daylight and Sunlight - Building Research Establishment 1991.

Recommended Positioning of Utilities, Mains and Plant for New Works - National Joint Utilities Group 1986.

Building Homes for Successive Generations - Access Committee for England 1992.

NHBC Standards - National House Building Council.

Urban Villages, Tony Aldous - The Urban Villages Group 1992.

DOT, The National Cycling Strategy (1996).

DOT, Traffic Advisory Leaflets, especially

1/87: Measures to Control Traffic for the Benefit of Residents 2/93: 20mph Speed Limit Zones 3/93: Traffic Calming Special Authorisations 7/93: Traffic Calming Regulations 2/94: Entry Treatments 9/94: Horizontal Deflections 3/95: Cycle Routes 9/96: Cycling Bibliography

BJS/MS/3758/090503/Bibliography

10/96: Traffic Calming Bibliography

Institution of Highways and Transportation, Cycle Friendly Infrastructure - Guidelines for Planning and Design (1996).

National Joint Utilities Group Publication 7: Recommended positioning of utilities apparatus for new works on new developments and in existing streets (1997).

Sustrans, The National Cycle Network: Guidelines and Practical Details Issue 2 (1997).

DOE Circular 5/94, Planning Out Crime.

Department of the Environment, Transport and the Regions: Guidance on the Use of Tactile Paving Surfaces - September 1997.

Circular 1/97 Planning Obligations - HMSO.

Revision Guidelines for Reducing Mobility Handicap - Towards a Barrier Free Environment - Institution of Highways and Transportation.

Home Zone - Design Guidelines - Institution of Highway Incorporated Engineers.

DOT - Developing a strategy for Walking (1996).

DOT - Geometric Design of major/minor priority junctions TD 42/95 (1995).

DOT - Highway Link Design TD 9/93 (1993).

PPG25 - Development and Flood Risk - 2001.

Building Research Establishment - Simplified Tables for External loads on buried pipelines - HMSO.

Building Research Establishment - BRE Digest 365 - Soakaway Design (1991).

DOT - Inclusive Mobility - A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure (2002).

CIRIA - The Culvert Design - CIRIA Report No. 168

National SUDS Working Group - Framework for Sustainable Drainage Systems (SUDS) in England and Wales - May 2003.

Useful Contacts Barnsley Metropolitan Borough Council Planning and Transportation Service Central Offices Kendray Street BARNSLEY S70 2TN 01226 772177 www.barnsley.gov.uk Barnsley Development Agency Beevor Court Pontefract Road Barnsley S71 1HG 01226 784444 www.barnsleydevelopmentagency.co.uk Doncaster Metropolitan Borough Council Directorate of Borough Strategy and Development 2nd Floor, Danum House St.Sepulchre Gate Doncaster DN1 1UB 01302 735115 – DC 01302 735114 – S38 www.doncaster.gov.uk Objective One Programme Directorate Silkstone House Pioneer Close Wath-upon-Dearne Rotherham S63 7JZ 01709 763600 www.goyh.gov.uk/objective1 Renaissance South Yorkshire Renaissance House Adwick Park Wath upon Dearne Rotherham S63 5NA 01709 766400 www.surprising-sy.com

Rotherham Metropolitan Borough Council Economic and Development Services Bailey House Rawmarsh Road Rotherham S60 1QT 01709 822965 – DC 01709 822966 – S38 www.rotherham.gov.uk Severn Trent Water Network Development East Leicester water Centre Gorse Hill Leicester LE7 7GU 0116 234 3468 Sheffield City Council Highway Development Control Development Services Sheffield City Council Howden House 1 Union Street Sheffield S1 2SH 0114 273 6368 www.sheffield.gov.uk Sheffield City Council Highway Adoptions Development Services Sheffield City Council Howden House 1 Union Street Sheffield S1 2SH 0114 273 4383 www.sheffield.gov.uk Sheffield One 1 St. James Row Sheffield S1 2EU 0114 203 9090 www.sheffield1.com South Yorkshire Passenger Transport Executive Strategic Planning PO Box 801 Exchange Street Sheffield S2 5YT 0114 221 1340 www.sypte.co.uk

South Yorkshire Police Suite 3 Albion House Saville Street East Sheffield S4 7UQ 0114 220 2020 www.securedbydesign.com Yorkshire Forward Renaissance House Adwick Park Wath upon Dearne Rotherham S63 5NA 01709 766400 www.yorkshire-forward.com Yorkshire Water Sewerage New Development Team Blackburn Meadows STW Alsing Road Sheffield S9 1HX 0845 124 2429

ACKNOWLEDGEMENTS Preparation of this Technical Appendix was funded by South Yorkshire Integrated Transport Group (consisting of SYPTE, Barnsley MBC, Doncaster MBC, Rotherham MBC and Sheffield CC) and prepared by JSM Designs Limited, supported by a Steering Group made up of the following members :- Lucy Mitchell South Yorkshire Passenger Transport Executive Dr A Chymera } } Barnsley Metropolitan Borough Council Barbara Wilson } Mr G Hargraves Doncaster Metropolitan Borough Council Mr J Royston Rotherham Metropolitan Borough Council Mr S Turner } } Sheffield City Council Mr I Wheeldon } Thanks also to Alchemer Presentation Services who provided graphical material

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