Sefton developers pack chapters 1 23 by SeftonCouncil

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Sefton Council Developers Pack

Design and Construction of New Roads to Adoptable Standards

Design & Construction of New Roads to Adoptable Standards

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CONTENTS Introduction Chapter 1

–

Construction (Design and Management) Regulations 2007

Section 1.1

–

Introduction

Chapter 2

–

Historic Environments

Section 2.1

–

Introduction

Chapter 3

–

Road Hierarchy

Section 3.1 Section 3.2 Section 3.3

– – –

Introduction Road Hierarchy Definitions Typical Road Layouts

Chapter 4

–

Carriageway Bituminous Materials

Section 4.1 Section 4.2 Section 4.3 Section 4.4 Section 4.5 Section 4.6 Section 4.7 Section 4.8 Section 4.9

– – – – – – – – –

Introduction Coated Macadam Surface Course Materials Hot Rolled Asphalt Surface Course Materials Thin Surface Course Systems Coated Macadam Binder Course Materials Coated Macadam Base Course Materials Hot Rolled Asphalt Binder Course Materials Hot Rolled Asphalt Base Course Materials Stone Mastic Asphalt Binder Course Materials

Chapter 5

–

Laying of Carriageway Bituminous Materials

Section 5.1 Section 5.2 Section 5.3 Section 5.4 Section 5.5 Section 5.6 Section 5.7 Section 5.8

– – – – – – – –

Introduction Surface Regularity Bond Coats and Tack Coats Sampling During Laying Surface Texture Depth Joints Manholes and Chamber Covers Recycled Materials

Chapter 6

–

Bituminous Carriageway Construction Depths

Section 6.1

–

Introduction

Chapter 7

–

Road Widths

Section 7.1 Section 7.2

– –

Standard Road Widths Cycle Lanes and Bus Routes

Chapter 8

–

Visibility

Section 8.1

–

Visibility at Junctions

Chapter 9

–

Gradients

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Chapter 10

–

Footway Bituminous Materials and Footpath Materials

Section 10.1 Section 10.2 Section 10.3 Section 10.4

– – – –

Introduction Coated Macadam Surface Course Materials Coated Macadam Binder Course Materials Construction Depths

Chapter 11

–

Footway Widths

Chapter 12

–

Kerbs, Channels, Edgings and Quadrants

Chapter 13

–

Paved Areas (flagstones)

Section 13.1 Section 13.2 Section 13.3 Section 13.4 Section 13.5 Section 13.6 Section 13.7 Section 13.8 Section 13.9

– – – – – – – – –

Construction Depths Quality of Workmanship Detailed Requirements Slab Cutting Minimum Size of Cut Slab Envelope Cutting Concrete or Clay Block Pavers Laying Course for Flag Paving Infill Bedding Sand for PCC Paving and Block Pavers

Chapter 14

–

Street Lighting

Section 14.1 Section 14.2 Section 14.3 Section 14.4 Section 14.4 Section 14.5 Section 14.6 Section 14.7

– – – – – – – –

Introduction Location of Lighting Units and Feeder Pillars Feeder Pillars Lighting Specification for New Developments Electrical Equipment for Road Lighting Feeder Pillars Cables and Cable Joints Luminaires for Existing Street Lighting Areas

Chapter 15

–

Drainage Requirements

Section 15.1 Section 15.2 Section 15.3 Section 15.4 Section 15.5 Section 15.6 Section 15.7 Section 15.8 Section 15.9 Section 15.10 Section 15.11

– – – – – – – – – – –

Introduction Gullies Pipes Manhole Covers Gully Covers and Frames Gully Spacing Connections to Existing Drains, Chambers and Channels General Surface Water Drainage Filling of Abandoned Sewers Land Drains Resetting Covers and Frames

Chapter 16

–

Sustainable Drainage (SuDS)

Chapter 17

–

Road Traffic Signs and Markings

Section 17.1 Section 17.2

– –

Introduction Demarcation of Adopted Areas

Chapter 18

–

Cycle Routes

Section 18.1 Section 18.2

– –

Cycle Routes (On-road) Cycle Routes (Off-road)

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Chapter 19

–

Steps and Ramps

Chapter 20 –

Pedestrian Crossing Points

Chapter 21

–

Traffic Signals

Section 21.1 Section 21.3 Section 21.4 Section 21.5 Section 21.6 Section 21.7 Section 21.8 Section 21.9 Section 21.10 Section 21.11 Section 21.12 Section 21.13 Section 21.14 Section 21.15 Section 21.16 Section 21.17 Section 21.18 Section 21.19 Section 21.20 Section 21.21 Section 21.22 Section 21.23 Section 21.24 Section 21.25 Section 21.26 Section 21.27 Section 21.28 Section 21.29 Section 21.30 Section 21.31 Section 21.32 Section 21.33

– – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – –

Introduction Traffic Signal Chambers Traffic Signals, Specification of Materials and Works Traffic Management Drawings Services Traffic Signal Controller Units Equipment Compatibility Traffic Signal Controller Power Supply Traffic Signal Controller Cabinet Installation Traffic Signal Junction Controller Configuration Traffic Signal Poles Pedestrian/Toucan Crossing Push-Button Units Equestrian Crossing Push-Button Units Pedestrian Tactile Units Traffic Signal Heads Photocells Outstation Transmission Unit Red Lamp Monitoring Units Above Ground Vehicle Detectors Above Ground Pedestrian Infrared Detectors Slot Cutting (for the installation of inductive loops in carriageway) Inductive Loop Cable Laying Inductive Loop Feeder Cable Inductive Loop Cable Joints Back-filling Slots Loop Detector Packs Cabling Cable Terminations Testing and Commissioning - Completed Signal Installation Testing and Commissioning - Temporary Traffic Signals Approved Traffic Signal Contractors

Chapter 22 –

Street Nameplates

Section 22.1 Section 22.2 Section 22.3 Section 22.4

General Wall Mounting Leg Mounting Temporary Nameplates

– – – –

Design & Construction of New Roads to Adoptable Standards Contents

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Introduction The specification for the construction of works to adoptable standards is based on the Department for Transportâ&#x20AC;&#x2122;s Design Manual for Roads and Bridges (DMRB) and the Manual of Contract Documents for Highway Works: Volume 1 - Specification for Highway Works (SHW). For any specification/clause within this document that conflicts with or is inconsistent with the DMRB or SHW, then that supplementary specification/clause shall take priority. To aid the developer, standard construction details are provided within this Pack. At the time of document issue, all Codes of Practices, Design Standards and Specifications are current. The developer should ensure that any future amendments/updates are incorporated within his development works.

Design & Construction of New Roads to Adoptable Standards Introduction

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Chapter 1 Design & Construction of New Roads to Adoptable Standards

Construction (Design and Management) Regulations 2007

Sefton Council Developers Pack June 2013 - Revision 01

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1. Construction (Design and Management) Regulations 2007 1.1

Introduction

It is envisaged that for all development works, the Construction (Design and Management) Regulations 2007 (CDM) will apply. The developer is expected to ensure that a CDM co-ordinator is appointed for the works and that Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team are notified of this appointment. In addition, the developer is to ensure that any designers are aware of their duties throughout the design, construction and maintenance stages of the development. For a complete overview of CDM regulations, reference should be made to The Construction (Design and Management) Regulations 2007 and Managing Health and Safety in Construction: Approved Code of Practice (Health and Safety Executive).

Design & Construction of New Roads to Adoptable Standards Chapter 1 - Construction (Design and Management) Regulations 2007

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Chapter 2 Design & Construction of New Roads to Adoptable Standards

Historic Environments

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2. Historic Environment 2.1

Introduction

Should any proposed development affect historic environments such as listed buildings, historic environments, registered parks and gardens or scheduled ancient monuments, the developer must contact Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team at pre-planning stage for advice. This will ensure that the integrity of the site remains intact and that proposals will relate to and reinforce the character of the surroundings.

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Chapter 3 Design & Construction of New Roads to Adoptable Standards

Road Hierarchy

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Road Hierarchy

3.1

Introduction

This Developers Pack aims to help developers create roads and streets that are able to accommodate many types of movement whilst creating a sense of space. The needs of motorised traffic should be balanced with that of pedestrians, cyclists and users of public transport and the design of roads and streets are to be appropriate for their individual functions within Sefton Council’s road hierarchy. Sefton Council’s road hierarchy is supported by the Department for Transport, MfS, Sefton Council and Merseyside categories and is shown in Table 3.1. Proposed Sefton Road Hierarchy

DfT Categories

Sefton Categories

Merseyside Categories

Principal Road

A-Road

A-Road, Traffic Sensitive Route

Strategic Route with Priority for Freight, Strategic Route with Priority for Public Transport, Other Strategic Routes

Classified Road

B-Road, Unnumbered Classified Road

B-Road, C-Road, Traffic Sensitive Route

Strategic Route with Priority for Freight, Strategic Route with Priority for Public Transport, Other Strategic Routes

Local Distributor Road

Unnumbered Classified Road/ Unclassified Road

B-Road, C-Road, Local Distributor Route Traffic Sensitive Route, Unclassified Road

Residential Road with Bus Route

Local Access Road

Unclassified Road, Traffic Sensitive Route

Residential Street

Unclassified Road

Shared Space

Unclassified Road

Home Zone

Unclassified Road

SRN

Table 3.1

3.2

Road Hierarchy Definitions

A short definition of the categories within the hierarchy is identified below : Strategic Road Network (SRN) – Motorways and Trunk Roads. Principal Road – These are roads designed to carry large volumes of relatively fast moving, long distance traffic and are suitable for heavy goods vehicles. Classified Road – These are roads that carry large volumes of medium distance traffic and bus services between principal, residential, industrial and commercial areas. Local Distributor Road – These are roads that connect principal and classified roads to smaller areas and carry significantly lower volumes of traffic than these roads and fewer heavy goods vehicles. They predominately cater for local traffic. Residential Road with Bus Route – These are residential roads with bus routes that provide a main access into and through residential areas. They connect residential streets with principal, classified and local distributor roads.

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Residential Street – These are routes within main residential areas that connect local distributor roads and residential roads with routes to individual properties. Shared Space Street – These are designed to be used by all forms of transport but with limited motor vehicle dominance to ensure a more pleasant environment for other users. Home Zone – These are intended for residents use only with the emphasis on pedestrian movement.

3.3

Typical Road Layouts

Suitable dimensions and materials, for typical road layouts are detailed in the following tables. PRINCIPAL ROAD Number of dwellings

Number of vehicular access points

Design speed

Carriageway

Widths Dual carriageway width of 7.3m consisting of two 3.65m width lanes in each direction Cycle lanes (see below) Materials Bituminous

Footway

Widths 2m standard width 3m or more in areas with high levels of pedestrians or cycle routes Materials Urban: Precast concrete kerbs and precast concrete paving units/Bituminous footways Residential: Precast concrete kerbs and precast concrete paving units/Bituminous footways Rural: Bituminous

Verge

Widths 2m minimum width Materials Urban: Hard/Soft landscape Residential: Hard/Soft landscape Rural: Soft landscape

Parking Bays

None

Bus Stops or Lay-bys (if required)

Widths See Merseytravel Standard Details Materials Bituminous/Concrete

Cycle Lanes / Cycle Routes

Widths 1.5m minimum width (on-street lane) ≤ 30mph 2m minimum width over 30mph 3.5m minimum width (segregated route) 3m minimum width (shared route) Materials Bituminous

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.2

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CLASSIFIED ROAD Number of dwellings

Number of vehicular access points

Design speed

Carriageway

Widths Carriageway width of 7.3m consisting of two 3.65m width lanes Cycle lanes (see below) Materials Bituminous

Footway

Verge

Widths 2m minimum width Materials Urban: Hard/Soft landscape Residential: Hard/Soft landscape Rural: Soft landscape

Parking Bays

None

Bus Stops or Lay-bys (if required)

Widths See Merseytravel Standard Details Materials Bituminous/Concrete

Cycle Lanes / Cycle Routes

Widths 1.5m minimum width (on-street lane) â&#x2030;¤ 30mph 2m minimum width over 30mph 3.5m minimum width (segregated route) 3m minimum width (shared route) Materials Bituminous

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.3

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LOCAL DISTRIBUTOR ROAD Number of dwellings

Number of vehicular access points

Design speed

Carriageway

Widths Carriageway width of 6-7.3m (min 7m for bus route) Additional Cycle lane widths of 1.5m Materials Bituminous

Footway

Verge

Widths 2m minimum width Materials Urban: Hard/Soft landscape Residential: Hard/Soft landscape Rural: Soft landscape

Parking Bays

None

Bus Stops or Lay-bys (if required)

Widths See Merseytravel Standard Details Materials Bituminous/Concrete

Cycle Lanes / Cycle Routes

Widths 1.5m minimum Width (on-street Lane) 3.5m minimum Width (segregated Route) 3m minimum Width (shared Route) Materials Bituminous

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.4

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RESIDENTIAL ROAD WITH BUS ROUTE Number of dwellings

Up to 700

Number of vehicular access points

Two access entry points are preferred for developments with between 200-300 dwellings For over 300 dwellings two access points are required

Design speed

30mph reduced to 20mph within school areas

Carriageway

Widths Minimum 5.5m up to 300 dwellings (no bus route) 6m over 300 dwellings (no bus route) 7m min. for bus routes Additional width required in areas of cycle lanes Materials Bituminous

Footway

Verge

Widths 2m minimum width Materials Urban: Hard/Soft landscape Residential: Hard/Soft landscape Rural: Soft landscape

On-Street Parking Bays (if required)

Widths 2.5m to 3.5m Materials Bituminous

Bus Stops or Lay-bys (if required)

Widths See Merseytravel Standard Details Materials Bituminous/Concrete

Cycle Lanes / Cycle Routes

Widths 1.5m minimum width (on-street Lane) 3.5m minimum width (segregated route) 3m minimum width (shared route) Materials Bituminous

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.5

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RESIDENTIAL STREETS Number of dwellings

Up to 200

Number of vehicular access points

Up to 50 dwellings: a single access point is acceptable 50-200 dwellings: single access point is acceptable but avoid cul-de-sacs unless adequate turning facilities are provided

Design speed

20mph

Carriageway

Widths Minimum 5.5m but allowance is to be made for turning from accesses if on street parking is allowed Materials Bituminous

Footway

Widths 2m standard width 3m or more in areas with high levels of pedestrians or cycle routes Materials Precast concrete kerbs and precast concrete paving units/Bituminous footways

Verge

Widths 2m minimum width Materials Soft Landscape

On-Street Parking Bays (if required)

Widths 2.5m standard width Materials Bituminous

Bus Stops or Lay-bys (if required)

None

Cycle Lanes / Cycle Routes

Widths To be provided on carriageway Materials Bituminous

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.6

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SHARED SPACE STREETS Number of dwellings

Where there is less than 100 vehicles in a weekday peak hour or limited to 10 properties if flush surfaces are present

Number of vehicular access points

Up to 50 dwellings: single access 50-200 dwellings: single access point is acceptable but avoids cul-de-sacs unless adequate turning facilities are provided

Design speed

15mph

Carriageway

Widths Minimum of 4.8m up to 50 dwellings Minimum 5.5m for 50-200 dwellings The overall highway width is variable but adoptable level surface corridor widths should be a minimum of 7.4m Materials Bituminous/setts/block paving

Footway

No designated footways

Service Strip

Widths Service strips will be outside of the adoptable area Materials Soft Landscape

Parking Bays

These may be incorporated within the access corridor but no designated parking spaces within shared space area

Bus Lay-bys

None

Cycle Lanes / Cycle Routes

There is no segregation

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.7

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HOME ZONES Number of dwellings

Home Zones should have traffic flows of less than 100 two way vehicular movements during the pm weekday peak hour. The number of dwellings depends upon the nature of the proposed development

Number of vehicular access points

To be discussed with the Highways Development Control Team early on in the Home Zone design

Design speed

10mph

Carriageway

Widths Standard width of 5.5m for two way vehicle movement. Maximum length between speed restraint features will be 30m Materials Bituminous/setts/block paving

Footway (if required)

Widths Included within the carriageway limits Materials Bituminous/setts/block paving

Service Strip

Widths Service strips will be outside of the adoptable area Materials Soft Landscape

Parking Bays

These may be incorporated within the access corridor

Bus Lay-bys

None

Cycle Lanes / Cycle Routes

There is no segregation

Lighting

Lighting columns (Aluminium/stainless steel) Table 3.8

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Chapter 4 Design & Construction of New Roads to Adoptable Standards

Carriageway Bituminous Materials

Sefton Council Developers Pack June 2013 - Revision 01

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Carriageway Bituminous Materials

4.1

Introduction

The majority of carriageway materials within new developments are expected to be of a bituminous type material with the construction consisting of a surface course, binder course, base, sub-base and capping layer (if required). Road pavements shall be laid in accordance with the Manual of Contract Documents for Highway Works Volume 1 Specification of Highway Works Series 700. Unbound road pavements shall be laid in accordance with the Manual of Contract Documents for Highway Works Volume 1 Specification of Highway Works Series 800. Bituminous bound pavements shall be laid in accordance with the Manual of Contract Documents for Highway Works Volume 1 Specification of Highway Works Series 900.

4.2

Coated Macadam Surface Course Materials

SHW Clause

Description

BS Clause

PD 6691 Reference

Agg Size

Bit Grade

Min PSV

Max AAV

909

Dense Surface Course

BS 594987

AC 6 Dense Surface

6mm

100/150

912

Dense Surface Course Dense Surface Course

BS 594987

AC 10 Close Surface

10mm

100/150

BS 594987

AC 14 Close Surface

14mm

100/150

912

Table 4.1

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4.3

Hot Rolled Asphalt Surface Course Materials

SHW Clause

Description

BS Clause

PD 661 Reference

Agg Size

Bit Grade

Min PSV

Max AAV

910

HRA Surface Course Type F 15/10

BS 594987

HRA 15/10 F Surface

10mm

40/60

910

HRA Surface Course Type F 55/10 HRA Surface Course Type F 30/14

BS 594987

HRA 55/10 F Surface

10mm

40/60

BS 594987

HRA 30/14 F Surface

14mm

40/60

HRA Surface Course Type F 35/14 HRA Surface Course Type C 30/14 HRA Surface Course Type C 35/14

BS 594987

HRA 35/14 F Surface

14mm

40/60

BS 594987

HRA 30/14 C Surface

14mm

40/60

BS 594987

HRA 35/14 C Surface

14mm

40/60

910

Table 4.2 Pre-Coated chippings conforming to BS EN 13108, C.2.8, shall be applied to HRA Surface Courses with a nominal coarse aggregate content of 35% or less prior to rolling.

4.4

Thin Surface Course Systems

Specification Clause

Description

Min PSV

Max AAV

942

Thin Surface

Table 4.3 Thin surface course systems shall have a British Board of Agreement HAPAS Roads and Bridges Certificate applicable to the combination(s) of traffic level and site classification specified.

4.5

Coated Macadam Binder Course Materials

SHW Clause

Description

BS Clause

PD 6691 Reference

Agg Size

Bit Grade

906

Dense Binder Course

BS 594987

AC 20 Dense Binder

20mm

100/150

906

HDM Binder Course

BS 594987

AC 20 HDM Binder

20mm

40/60

906

Dense Binder Course

BS 594987

AC 32 Dense Binder

32mm

100/150

906

HDM Binder Course

BS 594987

AC 32 HDM Binder

32mm

40/60

Table 4.4

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4.6

Coated Macadam Base Course Materials

SHW Clause

Description

BS Clause

PD 6691 Reference

Agg Size

Bit Grade

906

HDM Base Course

BS 594987

AC 32 HDM Base

32mm

40/60

906

Dense Base Course

BS 594987

AC 32 Dense Base

32mm

100/150

Table 4.5

4.7

Hot Rolled Asphalt Binder Course Materials

SHW Clause

Description

BS Clause

PD 661 Reference

Agg Size

Bit Grade

905

HRA Reg Binder Course 50/14

BS 594987

HRA 50/14 Reg/Binder

14mm

40/60

905

HRA Binder Course 60/32

BS 594987

HRA 60/32 Binder

32mm

40/60

Table 4.6

4.8

Hot Rolled Asphalt Base Course Materials

SHW Clause

Description

BS Clause

PD 661 Reference

Agg Size

Bit Grade

904

HRA Base Course 60/32

BS 594987

HRA 60/32 Base

32mm

40/60

Table 4.7

4.9

Stone Mastic Asphalt Binder Course Materials

SHW Clause

Description

BS Clause

PD 661 Reference

Agg Size

Bit Grade

937

SMA 6 Regulating Course

BS 594987

SMA 6 Reg

6mm

40/60

937

SMA 10 Regulating Course

BS 594987

SMA 10 Reg

10mm

40/60

937

SMA 14 Reg Binder Course

BS 594987

SMA 14 Binder/Reg

14mm

40/60

937

SMA 20 Reg Binder Course

BS 594987

SMA Binder/Reg

20mm

40/60

Table 4.8

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Chapter 5 Design & Construction of New Roads to Adoptable Standards

Laying of Carriageway Bituminous Materials

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Laying of Carriageway Bituminous Materials

5.1

Introduction

Carriageway bituminous materials shall be produced and laid in accordance with the relevant British and European standards including BS 594987 and BS EN13108. Bituminous materials shall be laid directly from delivery wagons by machine and in layers that ensure the specified thickness, laying temperatures, surface levels and compaction is achieved. The laying temperatures of the materials shall be in accordance with BS594987:2010, BS EN 13108:2006 and PD 6691:2010. The thickness of the layer shall not be less than twice the nominal size of material being laid.

5.2

Surface Regularity

Surface tolerances and irregularities shall comply with Category A road tolerances within Tables 7/1 and 7/2 of the Specification of Highway Works. The appropriate surface tolerance for each finished level of road pavement layer compared with the proposed design levels are shown within Table 5.1.

Tolerances in surface levels Road surfaces - General

±6mm

Binder Course

±6mm

Base

±15mm

Sub base

+10mm -30mm Table 5.1

To check compliance with surface level tolerance, measurements of the surface levels of all courses will be taken on a grid of points (10m centres longitudinally and 2m centres transverse) located as described in Appendix 7/1 (SHW). In any length of pavement, compliance shall be deemed to be met when no more than one of ten consecutive measurements taken longitudinally or one in any transverse line exceeds the tolerances shown, provided that this one measurement shall not exceed, by more than 5mm, the tolerance for the course concerned. Notwithstanding the tolerances for surface levels in the above table, any combination of tolerances shall not reduce the thickness of the bituminous surface course by more than 5mm, from that specified, nor cause a cumulative reduction of more than 15mm in the total bituminous flexible construction (excluding sub base) from the specified thickness.

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The number of permitted surface irregularities allowed for each road construction layer is shown within Table 5.2. Maximum permitted number of irregularities Bituminous Surface Course 4mm

Irregularity Limits Length (m) Category A road

Bituminous binder Course

7mm

4mm

300

300 40

7mm 75

300

Table 5.2

An irregularity is a variation of not less than 4mm or not more than 7mm of the profile of the road surface as measured by the rolling straight-edge set at 4mm or 7mm as appropriate. No irregularity exceeding 10mm shall be permitted. Compliance with the table shall be confirmed by use of the rolling straight edge test (Transport and Research Laboratory) along any line or lines parallel to the edge of pavement on sections of 300m at regular intervals confirmed with Sefton Council’s Highways Development Control Team, whether or not it is constructed in shorter lengths. Where the total length of the pavement is less than 300m, the measurements shall be taken on 75m lengths.

5.3

Bond Coats and Tack Coats

Bond coats and tack coats used in conjunction with bituminous mixtures (other than those covered by Clause 942 - Thin surfacing), shall be in accordance with Clause 920 of the Specification of Highway Works. Bond coats shall have a British Board of Agreement HAPAS Roads and Bridges Certificate. In the event that no such certificates have been issued, they shall have the approval of Sefton Council’s Highways Development Control Team. Tack coats for bituminous mixtures shall be bitumen emulsion, as specified in BS 594987. Prior to laying bituminous materials in the carriageway, the surface on which bituminous materials are to be laid is to be brushed and cleaned to remove all granular materials, dust, litter etc.

5.4

Sampling During Laying

Bituminous materials should be sampled in accordance with the appropriate British Standards and if requested, the developer will arrange for an independent test of the material specifications performed by a U.K.A.S. ISO 17025 Accredited Laboratory.

5.5

Surface Texture Depth

The average texture depth for finished bituminous Surface Courses shall be in accordance with Clause 921 (Table 9/3) of the Specification for Highway Works.

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5.6

Joints

Longitudinal joints in all layers should be situated outside wheel-track zones (Clause 21 SHW) and at least 0.3m from parallel joints within the layers below. Joints should be made by cutting back the edge of a paving mat to provide a neat sawn cut vertical face for the full thickness of the layer. The vertical face shall be completely painted with a hot bituminous binder of not less than 40 pen or other such suitable product mentioned within Clause 22 SHW. Where a new surface course abuts an existing surface course, overbanding with a hot pour bitumen sealant (BS2499-3) shall be used to provide a waterproof seal. The overbanding shall not exceed 3mm thickness or 20mm in width.

5.7

Manholes and Chamber Covers

Manholes and access chamber covers shall be set to their final level after the laying of the binder course and before the laying of the surface course. Gullies shall be set 5mm below the surface course to allow for the collection of surface water run-off.

5.8

Recycled Materials

Should the developer consider the use of recycled materials within any part of his pavement works, discussions with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team shall take place at an early stage concerning the suitability of the materials.

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Chapter 6 Design & Construction of New Roads to Adoptable Standards

Bituminous Carriageway Construction Depths

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Bituminous Carriageway Construction Depths

6.1

Introduction

The following construction depths are provided as guidance only and developers are required to submit design calculations showing construction thicknesses before approval is given by Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team. Approval must be given before works commence on site. Road Hierarchy

CBR

Capping Layer

Sub Base

Base

Binder Course

Surface Course

Local Distributor Road

250mm

170mm

60mm

40mm

2-5

350mm

150mm

600mm

150mm

Residential Road with Bus Route

250mm

170mm

60mm

40mm

2-5

350mm

150mm

600mm

150mm

Residential Street

250mm

170mm

60mm

40mm

2-5

350mm

150mm

600mm

150mm

275mm

110mm

2-5

350mm

150mm

600mm

150mm

60mm or 3050mm sharp sand

40mm or 80mm concrete block

Shared Space

Table 6.1

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Chapter 7 Design & Construction of New Roads to Adoptable Standards

Road Widths

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Road Widths

7.1

Standard Road Widths

The following widths are the minimum expected within Sefton Council’s road hierarchy:

Road Hierarchy

Width

Cycle lanes

Comments

Principal Road

Dual carriageway width of 7.3m

1.5m

Increase cycle lane to 2m if 40mph or over

Classified Road

Single carriageway width of 7.3m (2 x 3.65m)

1.5m

Increase cycle lane to 2m if 40mph or over

Local Distributor Road

7.3m - 6m

1.5m

Width to be confirmed by Sefton Council’s Highways Development Control Team

Residential Road

7m min

1.5m

With bus route

1.5m

If no bus route - over 300 dwellings

5.5m

1.5m

If no bus route - up to 300 dwellings

Residential Street

5.5m

Shared Space

4.8m

Additional 1.8m pedestrian route on each side

Home Zone

4.8m

Additional 1.8m service area on each side Table 7.1

7.2

Cycle Lanes and Bus Routes

Where road networks are to include cycle lanes, the dimensions for the cycle lanes indicated within the Table 7.1 should be provided over and above the expected standard carriageway widths. Where road networks are to include for bus routes, these should be tracked for buses and the results submitted to Sefton Council’s Highways Development Control Team for approval.

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Chapter 8 Design & Construction of New Roads to Adoptable Standards

Visibility

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Visibility

8.1

Visibility at Junctions

The visibility at junctions shall be determined in accordance with the design speed of the major road. The minor route is expected to meet the major route at right angles with visibility being measured in terms of an X-distance and a Y-distance as indicated in Figure 1. The distance back along the minor route from which full visibility is measured is known as the X-distance and is normally measured along the centreline of the minor route from the major route’s nearside carriageway edge. The distance that the driver on the minor arm can see (left and right) along the major arm as the vehicle approaches the major arm is called the Y-distance and is based on stopping sight distance (SSD).

Fig 1 X and Y Distance

It is expected that for new developments in residential areas, recommendations within MfS (subject to approval from Sefton Council’s Highways Development Control Team) for visibilities are reduced to suit the expected design speeds. MfS suggests X distances and SSD within Table 8.1.

Type of minor road or access

X distance on minor road

Access roads with slow speeds when minor arm flows are low (Liaise with Sefton Council’s Highways Development Control Team before introducing)

Access road meeting another access road in a housing development

2.4m

Table 8.1

Where the 85th percentile speed is greater than 37mph (60kph), the SSD and visibilities recommended within the Design Manual for Roads and Bridges are appropriate.

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Chapter 9 Design & Construction of New Roads to Adoptable Standards

Gradients

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Gradients

Carriageway and footway gradients are indicated in the tables below:

Carriageway

Maximum

Standard

Minimum

Longitudinal (Long fall)

1 in 20 (5%)

1 in 120 (0.83%)

Transverse (Cross fall)

1 in 20 (5%)

1 in 40 (2.5%)

1 in 50 (2%)

Table 9.1

Footway

Maximum

Standard

Longitudinal (Long fall)

Maximum gradient 1 in 20 (2.5%) for general footway area Maximum gradient 1 in 12 (8%) for pedestrian crossing areas

Transverse (Cross fall)

1 in 20 (5%)

1 in 40 (2.5%)

Minimum

1 in 50 (2%)

Table 9.2

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Chapter 10 Design & Construction of New Roads to Adoptable Standards

Footway Bituminous Materials and Footpath Materials

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10.

Footway Bituminous Materials and Footpath Materials

10.1

Introduction

The proposed footway construction of the development shall be confirmed at an early stage with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team. For footways proposed to be of a flexible type (bituminous) construction, they shall consist of a surface course, binder course and sub base.

10.2

Coated Macadam Surface Course Materials

Specification Clause

Description

BS Clause

PD 6691 Reference

Aggregate Size

Bitumen Grade

909

Dense Surface Course

BS 594987

AC 6 Dense Surface

6mm

160/220

Table 10.1

10.3

Coated Macadam Binder Course Materials

Specification Clause

Description

BS Clause

PD 6691 Reference

Aggregate Size

Bitumen Grade

906

Dense Binder Course

BS 594987

AC 20 Dense Binder

20mm

160/220

Table 10.2 For binder and surface course layers in the footway, the coarse aggregate shall be limestone.

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10.4

Construction Depths

Typical flexible construction depths in residential streets are indicated in Table 10.3.

Layer

Thickness

Surface Course

20-25mm

Binder Course

50mm

Sub Base: normal construction strengthened construction (corners/radii) vehicular construction

100mm 150mm 225mm

Sub base construction depths based on CBR value of > 5. For lower values contact Sefton Council’s Highways Development Control Team for approval Table 10.3 Strengthened construction areas will be expected at corners. Other areas for consideration shall be confirmed by Sefton Council’s Highways Development Control Team. The footway sub base is expected to be Granular Type 1 sub base. Should any other material be considered such as recycled materials, approval must be obtained from Sefton Council’s Highways Development Control Team.

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Chapter 11 Design & Construction of New Roads to Adoptable Standards

Footway Widths

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11.

Footway Widths

Footway widths

Width

Comments

Minimum width

Normal conditions each side of the carriageway

Minimum acceptable width

1.8m

At localised areas

Absolute minimum width

At obstacles

Expected width at bus stops (1)

Without a shelter

Expected width at bus stops (2)

3.5m

With a shelter

Expected width outside schools

Consideration should be given to pedestrian usage

Preferred Shopping area widths

3.5m â&#x20AC;&#x201C; 4.5m

Consideration should be given to pedestrian usage Table 11.1

Consideration to varying the width of footways will depend upon the expected pedestrian usage. Where there will be a provision for a shared surface for pedestrians/cyclists, a minimum width of 3m is expected and this may be required to be increased if there are a substantial number of users.

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Chapter 12 Design & Construction of New Roads to Adoptable Standards

Kerbs, Channels, Edgings and Quadrants

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12.

Kerbs, Channels, Edgings and Quadrants

The majority of standard kerbs, channels, edgings and quadrants within existing developments are precast concrete. Where the developer is considering the use of alternative materials, such as natural stone or plastic, then Sefton Council’s Highways Development Control Team shall be contacted for approval. Precast Concrete kerbs, channels, edgings, quadrants and plastic kerbing shall comply with Clause 1101 of the SHW and BS EN 1340:2003. Natural stone kerbing shall be to BS EN 1343:2001. Kerbs are to be laid in accordance with BS7533-3:2005. Kerb heights shall be laid to 0.125m full face, 25mm at vehicle crossings and 0-6mm at pedestrian crossing points. Kerb

Height/Margins

Standard height

125mm

Vehicle Crossing

25mm

Pedestrian tactile crossing

0-6mm See Merseytravel Standard details

Access Kerb (Buses) Edging Kerb (Round top) Edging Kerb (Flat top)

Comments

25mm-50mm 0mm

Rear of the footway/garden area Rear of footway/drive way area boundary

Table 12.1 Any kerb that is cut shall be at least 1/3 of its original length. Standardised prescribed concrete mixes for bedding and backing purposes shall comply with Clause 2602 of the SHW. Concrete class strengths for prescribed mixes are to BS 8500-2:2006 and BSEN 206-1 and shown in Table 12.2.

Standardised Prescribed Concrete

Strength Class BS 8500-1, BSEN 13877-1

Cube Strength N/mm²

ST1

C6/8

ST2

C8/10

ST3

C12/15

ST4

C16/20

ST5

C20/25

25 Table 12.2

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Chapter 13 Design & Construction of New Roads to Adoptable Standards

Paved Areas (flagstones)

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13.1 Construction Depths Where the construction of the footpaths are to be precast concrete paviours the typical new paved construction in residential streets is as indicated in Table 13.1.

Layer

Thickness

Precast Concrete flag

65mm

Sand bedding

25mm

Sub Base (unreinforced) Sub Base (reinforced: vehicle crossings)

75mm 150mm Table 13.1

Where coloured flags are laid, the joints between same shall be filled with coloured mortar, comparable with the coloration of the flags themselves. In each instance, the coloration shall be agreed with Sefton Council’s Highways Development Control Team beforehand and if requested, a trial mix prepared for approval.

13.2

Quality of Workmanship

All slabs shall be laid to the dimensions and precise orientation as approved by Sefton Council’s Highways Development Control Team. All paving shall be laid in accordance BS 7533-4:2006 (Code of practice for the construction of pavements of precast concrete flags or natural stone slabs).

13.3

Detailed Requirements

Slabs shall be laid to achieve the paving pattern as approved. The longitudinal and transverse joints within the paving are of critical importance. The centreline of these joints shall be true and straight and correctly aligned across all slab rows. Checking of this alignment shall be undertaken by the developer at appropriate levels to ensure accuracy and Sefton Council’s Highways Development Control Team shall be afforded the opportunity to approve these checks.

13.4

Slab Cutting

The developer is to note the requirement for all cuts to be straight or to the appropriate radius and to allow for cutting, trimming and forming around service covers, walls or other service features to suit the layout detailed. Slab cutting shall be undertaken using appropriate machinery with dust suppression and cut edges shall not vary by +2mm from the required line or shape. Saw run on marks will not be permitted on visible surfaces and envelope cutting of individual slabs to achieve changes in gradient is not permitted unless shown on drawings. Circular cuts made using a corer shall be required around features, i.e. poles and columns, with a cross joint in the paving through the centre point of the feature or where shown on the drawings.

13.5

Minimum Size of Cut Slab

The minimum permitted length of any side of a cut slab is 0.15m.

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13.6

Envelope Cutting

The levels will sometimes require the laying of slabs in two different planes. The conventional technique of ‘envelope’ or diagonal cutting of slabs is not normally permitted. Where slabs are to be laid in two different planes, the technique of slab rolling is expected to be used. The criterion for slab rolling is the maximum deviation between adjacent slab faces should not exceed 3mm. This allows for a change in gradient of 7mm/m run of slabs. The existing surface including joints, cracks, etc. shall be cleared of dust, any loose foreign matter and vegetation. Any oil on the surface shall be removed by washing and scrubbing with a weak detergent solution followed by flushing with clean water or other approved methods.

13.7

Paved Areas with Concrete or Clay Block Pavers

Block pavers shall be precast concrete or clay. The following construction depths are provided as guidance only for shared surface streets of traffic loading less than 2msa (million standard axles) and developers are required to submit proposed designs suitable for existing ground conditions showing construction thicknesses and CBR values before approval is given by Sefton Council’s Highways Development Control Team.

Footway

Carriageway

Blockwork

65mm

85mm

Sand Bedding

25-50mm

Base

100mm GSB

110mm AC32 HDM base 40/60 Cl 929 on

Foundation

Included

370mm Type 1 unbound BSB

Table 13.2

13.8

Laying Course for Flag Paving Infill

Except when laid as a single row used as an edge or channel, paving shall be laid on a compacted sand bed 30mm (-10mm/+5mm) as Table 5 of BS 7533-4:2006. The laying course sand for slabs is to be found within BS 7533-3:2005+A1:2009 (Table D1, Category II).

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13.9

Bedding Sand for PCC Paving and Block Pavers

All paved areas, excluding tactile paving shall be laid on a 25mm thick compacted sand bed (block pavers 50mm thick) to BS 7533:Part 3:2005 +A1:2009 (Table D2 Category II) in accordance with the Table 13.3.

Sieve size

Percentage passing

8mm

100

6.3mm

95-100

4mm

85-99

0.5mm

30-70

0.063mm (fines content)

0 -1.5 Table 13.3

Jointing sand for use with block pavers only shall be in accordance with the following grading table (Table D3 of BS7533 Part 3:2005). Joints are to be 2-4mm, except on curved work.

Sieve size

Percentage passing

2mm

100

2mm

85-99

0.5mm

55-100

0.063mm (fines content)

0-2 Table 13.4

Joints in precast concrete paving flags shall be either a dry sand/cement mix (6:1) or a mortar slurry which shall be brushed into the joints and if necessary, dry sand applied to the surface to prevent staining. All tactile pavers, shall be laid on a 25mm mortar bed (refer to standard detail drawings).

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Chapter 14 Design & Construction of New Roads to Adoptable Standards

Street Lighting

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14.

Street Lighting

14.1

Introduction

The developer shall confirm with Sefton Council’s Highways Development Control Team, for design approval, the proposed lighting provision for the development. The developer is to ensure that all lighting columns for new developments are to be of an aluminium or stainless steel Council type approved and the luminaires are to be of an approved LED type. There may be occasions where work will be carried out on existing lighting columns that are not of LED type and this should be confirmed with Sefton Council. Street lighting systems will be designed to the current European and British Editions of BS EN 13201 Road Lighting, BS5489 Code of Practice for the Design of Road Lighting and BS7671 IEE Wiring Regulations and must comply with Sefton Council’s current lighting specification.

14.2

Location of Lighting Units and Feeder Pillars

The positions and types of any lighting units, feeder pillars or electrical isolation pillars, will be indicated on the developer’s drawings for approval. No lighting units shall be positioned within visibility lines or pedestrian desire routes.

14.3

Feeder Pillars

Feeder pillars shall have the following specification : •

Be vandal resistant, have a hinged door and be capable of accommodating a 2-way metal cladding industrial grade consumer unit The Internal enclosure to be protective to IP54 and be capable of accepting local electricity board single phase supply and 2 x 16mm2 two core copper cables All circuits and their respective devices shall be numbered and labelled using traffolyte engraved labelling Circuit protection to be afforded by double pole miniature circuit breakers

• • •

14.4

Lighting Specification for New Developments

Columns

6m conical aluminium (or stainless steel) lighting column with flush mounted dual locking door and 0.3m integral bracket, manufactured in accordance with BS EN 40:2003

Luminaires

LED Roadway Lighting SAT-48S (48 LEDS) incorporating a Cableform SS6 Photo Electric Cell Switching at 55lux.

Sub fuse

Tofco – DPI 32A 1xF/CARR C-OUT/Lantern+Earth+ABS20/2hole incl 6A MCB

Internal cabling

Cabling between sub-fuse and luminaire to be 1.5mm2 flat twin and earth.

Ducting

If ducting is required it should be 100mm diameter polypropylene and red in colour. When laid in footway or grassed areas it shall be laid to 0.5m to invert and when laid in the carriageway, it shall be to 0.75m to invert.

All installations are to conform to EN13201 Class S4. Table 14.1

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14.5 Electrical Equipment for Road Lighting Cut outs are to be installed in all lighting columns, illuminated traffic signs and illuminated bollards and shall be TOFCO 144 or equivalent unless direct feed is taken from the electricity board (Areva), in which case a sub fuse to conform to BS 7671 is to be fitted. All cut outs shall give double pole isolation. Cut outs shall be capable of accommodating armoured cables up to and including 16mm2. Clause

Item

Manufacturer

Catalogue or Type No.

Requirements

1416

Cut-outs

TOFCO or similar approved

SMK Tofco 144

see notes

1416

Sub-fuse

TOFCO or similar approved

ZA- MDPE/106/DP

see notes

Cut-outs: Cut-outs to be double pole isolation and capable of taking two 25mm2 cables and one 4mm2 cable and be of non hygro scopic moulded casing, hooded and resistant to ingress of moisture condensation and dirt Circuit Protection: Circuit protection to be afforded by an enclosure system containing a double pole, miniature circuit breaker, rated at 6 Amp and of curve type ‘B’ Table 14.2

14.6

Feeder Pillars

Feeder Pillars shall be vandal resistant, be fitted with anti-vandal locks, have a hinged door and be capable of housing a minimum of an electricity board cut-out and an additional double pole cut-out or sub-fuse. The feeder pillar shall have a galvanised finish. (Type 2200 series as manufactured by Pudsey Diamond or equivalent).

14.7

Cables and Cable Joints

Under no circumstances shall either traffic signal detector loop cables or telecommunications cables be laid in the same ducts as 230v power unless otherwise instructed by Sefton Council’s Highways Development Control Team.

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Table 14.1

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14.8

Luminaires for Existing Street Lighting Areas

Should there be any requirement to work on existing street lighting equipment all luminaires shall be compatible with the columns and brackets within Table 14.3. Columns 6m

50w CD0-TT Plus fitted with one-part photo electric solar cell, set to switch at 55 lux (Whitecroft ‘2600 series’ or similar and approved).

Columns 8m

100w SON-T Plus fitted with one-part photo electric solar cell, set to switch at 55 lux (Whitecroft ‘Vectra’ or similar and approved.

Columns 10m

150w SON-T Plus fitted with one-part photo electric solar cell, set to switch at 55 lux (Whitecroft ‘Vectra’ or similar and approved).

Columns 10m

150w SON-T Plus fitted with one-part photo electric solar cell, set to switch at 55 lux (Whitecroft ‘Vectra’ or similar and approved).

Internal cabling

Cabling between sub-fuse and luminaire to be 1.5mm2 flat twin and earth.

Ducting

The electricity supply to the feeder pillars shall be a single phase low voltage (up to 600v), 50 Hz supply. All setting out of lighting columns and feeder pillars shall be agreed on site with Sefton Council’s Highways Development Control Team.

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Chapter 15 Design & Construction of New Roads to Adoptable Standards

Drainage Requirements

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15.

Drainage Requirements

15.1

Introduction

The developer shall ensure that during the course of the works all carriageway and footway areas are properly drained and maintained to prevent any ponding or flooding of surface water. All new and existing drainage, including all gullies and connections, shall be completely cleared of silt and debris, on completion of the works.

15.2

Gullies

All carriageway gullies shall be trapped and shall be constructed in accordance with the relevant standard detail. All road gullies connected to foul or combined sewer systems shall be trapped gullies with rodding eyes and stoppers. Concrete/Plastic type approved carriageway gullies and footway gullies may be used. Precast concrete gullies shall be unreinforced and conform to BS EN 1916:2002 and BS5911:2002. UPVC Plastic gully pots (BBA Approved) may be specified at the design stage upon approval from Sefton Council’s Highways Development Control Team.

15.3

Pipes

All joints to proposed surface water drainage shall be watertight. Only 'Ultrarib' and Marley 'Quantum' structured wall pipes are approved for use in sewerage works. The maximum pipe length shall be 3m and shall comply with the requirements of BS EN 1401: Part 13. Details for bedding and surround are contained within the standard details within this pack. The developer shall note that all connections shall be made with pre-formed junctions. Surface water and land drainage pipes shall be either : • • •

Vitrified clay ‘extra strength’ in accordance with BS65 and BSEN 295 Sulphate resistant concrete in accordance with BS 5911: Part 110 (BS 5911: Part 1 and BS EN 1916) UPVC in accordance with BS 4660 or BS 5481

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15.4

Manhole Covers

D400 covers and frames Class: D400 to BS EN 124: 1994 Size: 600 x 600mm clear opening Minimum Depth: 150mm Type: double triangular C250 covers and frames Class: C250 to BS EN 124: 1994 Size: 600 x 600mm clear opening Minimum Depth: 100mm Type: single piece B125 covers and frames (standard) Class: B125 to BS EN 124: 1994 Size: 600 x 600mm clear opening Minimum Depth: 72mm Type: double triangular B125 covers and frames (recessed) Class: B125 to BS EN 124: 1994 Size: 600 x 600mm clear opening Minimum Depth: 72mm Type: double triangular

15.5

Gully Covers and Frames

D400 gratings and frames Class: D400 to BS EN 124: 1994 Size: 430 x 370mm clear opening Minimum Depth: 100mm Type: single piece, captive hinged, non-rock C250 gratings and frames (at pedestrian crossings or pedestrianised areas) Class: C250 to BS EN 124: 1994 Size: 400 x 445mm clear opening Minimum Depth: 75mm Type: single piece, captive hinged, non-rock

15.6

Gully Spacing

Gullies should be spaced in line with the advice note H102/00 Spacing of Road Gullies. Gullies should not be located within pedestrian crossing areas or other areas within pedestrian desire lines.

15.7

Connections to Existing Drains, Chambers and Channels

Inverts to manholes on sewers of 0.3m diameter or less shall be formed with half round channels provided with the necessary bends and junctions, jointed in Class M1 mortar. Inverts to manholes on sewers greater than 0.3m diameter shall be formed in situ with concrete Grade C20/20 with granolithic concrete finish 40mm thick, to give a smooth hard surface and a smooth flow through the manhole free from ridges and obstruction.

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15.8

General Surface Water Drainage

The developer shall ensure that during the course of the works all carriageway, car park and footway areas are properly drained and maintained to prevent any ponding or flooding of surface water.

15.9

Filling of Abandoned Sewers

Grout for filling abandoned sewers shall be Class G. 4 with a water solid ratio in the range of 0.350.40. The Pulverised Fuel Ash (PFA) and cement shall be pre-blended and bagged prior to delivery on site. The cement shall be Ordinary Portland to BS 12 or to the relevant provisions of the equivalent BS EN standard unless otherwise stated.

15.10 Land Drains Where an existing land drain is exposed and severed by temporary trench excavation, the developer shall mark the position of the drain and record it. The drain shall be diverted into an existing drain or watercourse. Alternatively, the normal functioning of the drain shall be continued by the construction of a pipeline or channel adequately supported across the excavation, until permanent restoration is made on the original line. Where existing land drains are crossed by a pipeline they shall be reinstated by use of a timber batten, having a cross section not less than 0.15m x 80mm, impregnated with approved timber preservative to BS 5589, which shall be fixed across the trench in the line of the field drain. This should be at least 1m longer than the drain to be supported and shall be set so that the field drain can be laid upon it to the correct line and level. Clayware tiles, or pipes similar to those in the existing drains, shall be laid upon the batten and held in place with timber fillets on either side of the field drain. Where interceptor land drains are required and approved, they shall be connected into existing land drains or discharged into a water course at such a point, as agreed, by Sefton Council, the owner, tenant or occupier of the land and the Environment Agency. Pipes for land drains shall be clayware, concrete or plastic pipe, in accordance with Specification for Highway Works Series 500. â&#x20AC;&#x2DC;Trenchlessâ&#x20AC;&#x2122; methods of laying shall not be used. The drains shall be installed using 10mm single sized granular fill material in accordance with Specification for Highway Works Series 500 up to the underside of the topsoil. Existing drains shall be connected to interceptor drains by purpose-made junctions. The developer shall ensure that the intercepted drains are clear at the point of connection.

15.11

Resetting Covers and Frames

Manhole covers and frames, gully gratings and frames, stopcocks, rodding eyes and valve covers shall be set to new levels before the surfacing/surface treatment is carried out. Such work shall not be carried out more than two working days before the main footway/carriageway works begin.

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Chapter 16 Design & Construction of New Roads to Adoptable Standards

Sustainable Drainage (SuDS)

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16.

Sustainable Drainage (SuDS)

Sefton Council supports the use of SuDS over traditional systems as the main preferred approach to managing surface water run-off. The Flood and Water Management Act 2010 includes a requirement for future developments to incorporate SuDS and sets out a new application and consent and SuDS Approving Body (SAB) process to achieve this. At the time of writing, there is an ongoing Government consultation presenting proposals to implement the requirements for sustainable drainage systems in new and redeveloped sites in England.

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Chapter 17 Design & Construction of New Roads to Adoptable Standards

Road Traffic Signs and Markings

Sefton Council Developers Pack June 2013 - Revision 01

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17.

Road Traffic Signs and Markings

17.1

Introduction

All road signs and markings should be in accordance with the current Traffic Signs Regulations and General Directions (TSGRD) and used in conjunction with the latest Traffic Sign Manuals. Details of road signs and markings shall be agreed with Sefton Council’s Highways Development Control Team during the design stage. Minimum vertical clearances to the underside of any sign and minimum horizontal clearances from the carriageway to the nearside edge for residential developments are shown in Table 17.1. For any areas within Principal/Trunk Roads, the clearance is to be confirmed with Sefton Council’s Highways Development Control Team.

Area

Vertical Clearance

Horizontal Clearance

Pedestrians only

2.1m

Cyclists

2.4m

Carriageway

5.7

0.45m 0.6m (high speed) Table 17.1

Road signs are to be placed outside the areas of pedestrian desire lines by use of cranked/cantilevered poles where necessary.

17.2

Demarcation of Adopted Areas

There will be a requirement to ensure that a clear demarcation line is provided between areas for adoption and areas that will remain private. Within the carriageway, this is expected to be indicated by the installation of gullies at appropriate positions or by the use of saw cutting and sealant. Any proposed demarcation method is to be approved by Sefton Council’s Highways Development Control Team. Within the footway, demarcation may be indicated by the installation of kerbing/edging kerb.

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Chapter 18 Design & Construction of New Roads to Adoptable Standards

Cycle Routes

Sefton Council Developers Pack June 2013 - Revision 01

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18.

Cycle Routes

18.1

Cycle Routes (On-road)

Accommodating cyclists with on-road facilities is the preferred design approach. Cyclists may be accommodated on the carriageway, with or without a cycle lane. Within residential areas on-road cycle routes are not expected to be marked. However, road markings may be required in other areas and routes connecting to new developments. On-road routes should be set out as detailed in Table 18.1.

Route Conditions

Cycle Route Width

Comments

On-road cycle routes are not expected to be marked within residential areas. Where road markings are required in other areas, the values below are provided. 40mph (or busy roads)

30mph

1.5m min

20mph

1.2m min

Cycle bypass

1.2m min

Minimum radius entering and leaving is 4m recommended

Pinch Points (e.g. Refuge Islands/ traffic Islands

Avoid gaps of 2.75m to 3.25m

Minimum 4m gap is recommended

Design Speed

Design speed based on motorised vehicle users

Visibility

Visibility based on motorised vehicle users

Headroom

Headroom based on motorised vehicle users

Crossfall

Crossfall not exceeding 1:20 (5%)

Alignment

Alignment based on motorised vehicle users

Construction

Within existing carriageway

Signing

Signing will be in accordance with the Traffic Signs Regulations and General Directions 2002 (TSGRD). Detailed guidance is found within Chapters 3 and 5 of the Traffic Signs manual. Advanced stop cycle reservoir to be 4-5m apart. Lead-in cycle lane width 1.5m preferred (1.2m min) and extended back to peak time queue (min 4.5m) Table 18.1

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18.2

Cycle Routes (Off-road)

Where provided, cycle tracks should be of adequate width, continuous, made conspicuous across accesses and minimise the number of side road crossings. They can be one-way or two-way and should link into the surrounding cycle network at each end and along their length and local public amenities. Off-road routes should be set out as detailed in Table 18.2.

Route Conditions

Cycle Route Width

Comments

Cycle only routes 2m minimum

3m preferred

For cycle routes only. If the routes are to be shared with pedestrians/ equestrians, see TA 90/05

Should the cycle route be bounded by a wall/railing then allow a ‘kerb shyness’ separation of 0.5m for a wall height of greater than 1.2m or 0.25m for a wall of less than 1.2m in height. Should the cycle route be adjacent to a carriageway, then allow a separation of 0.5m -1.5m with the greater value for higher speed limits Design Speed

Comments

30 kph

For all users on a general off-carriageway cycle route

10kph

Acceptable minimum over small distances, e.g. when approaching a crossing or subway

Design Speed

Visibility (SSD)

Comments

30 kph

30m preferred

x-distance (4m preferred, 1.5m acceptable)

10kph

10m acceptable minimum when approaching a crossing or subway

Headroom

2.4m for short obstructions. 2.7m for obstacles longer than 23m

Crossfall

Crossfall not exceeding 1:20 (5%)

Alignment

Changes to horizontal alignment preferred to be by circular curves; 25m preferred minimum radius for design speed of 30kph; 4m preferred minimum radius for design speed of 10kph.

Construction

The construction and appearance of the off-road cycle route should be in keeping with the surrounding environment. Materials for construction are to be discussed with Sefton Council’s Highways Development Control Team. Table 18.2

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Chapter 19 Design & Construction of New Roads to Adoptable Standards

Steps and Ramps

Sefton Council Developers Pack June 2013 - Revision 01

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19.

Steps and Ramps

Steps and ramps should conform to the disability recommendations within Inclusive Mobility and the Merseyside Code of Practice. The maximum rise for a step must not exceed 0.17m high, see Table 19.1 for typical step dimensions. Steps

Step Rise (Dimension A)

Recommended rise

150mm

Maximum rise

170mm

Minimum rise

100mm

Treads

Tread Length (Dimension B )

Treads to be constant

250mm-300mm

(B)+2(A) should be between 550mm to 600mm Table 19.1

No ramp gradient shall be steeper than 1 in 12 and all landing lengths must be greater than 1.8m. See Table 19.2 for details.

Ramps 1 in 20 Preferred gradient

The ramp length to be 10m or less between landings for a ramp gradient of 1in 15 to 1 in 20.

1 in 12 Maximum gradient

The ramp length to be 5m or less for a ramp gradient of 1 in 12 to 1 in 15.

The landing length between ramps is to be no less than 1.8m Table 19.2

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Chapter 20 Design & Construction of New Roads to Adoptable Standards

Pedestrian Crossing Points

Sefton Council Developers Pack June 2013 - Revision 01

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20. Pedestrian Crossing Points Crossing points shall be installed in accordance with best practice described within LTN 2/95 the design of Pedestrian Crossings (DfT) with the inclusion of tactile paving slabs. Tactile paving shall be set out as detailed in Table 20.1.

Uncontrolled crossing Points

Comments

Width of tactiles parallel to kerb

1.8m minimum

Depth of paving slab tactiles

1.2m along pedestrian desire route. (0.8m perpendicular to pedestrian desire route) Table 20.1

For uncontrolled crossing points, buff coloured paving slab tactiles shall be used. For controlled crossing points, red coloured tactile paving slabs shall be used. The arrangement of the red tactiles can be seen within the associated standard details within this developers’ pack. For areas within historic environments (e.g. conservation areas), the developer is required to consult with Sefton Council’s Highways Development Control Team for confirmation of tactile paving slab colour.

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Chapter 21 Design & Construction of New Roads to Adoptable Standards

Traffic Signals

Sefton Council Developers Pack June 2013 - Revision 01

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21.

Traffic Signals

21.1

Introduction

All works shall be in accordance with LTN 1/98 The Installation of Traffic Signals and Associated Equipment and comply with the latest Design Manual for Roads and Bridges and Specification for Highway Works. The developer should consult with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team at an early stage when considering the provision of new or alteration of existing traffic signal installations. New traffic signal installations shall have Extra Low Voltage Junction Controllers and LED signal equipment.

21.2

Traffic Signal Ducting

Traffic signals ducts shall be orange in colour with 'traffic signals' printed in white lettering 90mm high at no more than 1m intervals. Materials are to be high density smooth bore polyethylene in carriageways and medium density smooth bore in footways and verges. The duct wall thickness is to be 5mm. Ducts shall be impact resistant and impervious to water. All ducts shall be sleeved to give a smooth bore. The ducting system shall include all necessary bends and junctions for connection to chambers and poles. In compliance with Clause 501.8 (SHW), stranded polypropylene draw cords are to be installed in all ducts and secured by tying/fixing the cord to the stopper. A 2m length of slack cord shall be provided at each end of every duct and terminated at ground level or inside jointing chambers.

21.3

Traffic Signal Chambers

All proposed street lighting/traffic signal chambers are to be of composite construction and be of anti-slip type. The duct inspection chambers shall be manufactured from 32mm thick, high density polyethylene and have a smooth inner wall with reinforcing ribs on the external wall for extra rigidity (as manufactured by Plastech or similar and approved). They shall be capable of withstanding a 12.5 tonne wheel load, without the need for structural concrete surround and comply with BS EN 124. They shall be manufactured from separate, interlocking sections and have the capability to be assembled or disassembled on site without the need for sawing or specialist equipment. They shall come complete with pre-formed knock out sections to accommodate duct sizes of 50mm, 66mm and 0.11m outside diameters. The chambers shall be supplied with a pre-formed GRP base unit for ease and speed of installation, which should be bedded in no-fines, semi porous, concrete mix to allow any ground water to flow away. The chambers shall be supplied with a 0.15m long, pre-formed raising pin where required, to enable the frame to be lifted and tilted as required. The sections shall be 0.15m overall depth and be supplied with a locating flange to the top section for ease of assembly and shall be available in a range of standard sizes.

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21.4

Traffic Signals, Specification of Materials and Works

Only operatives who have had experience in the installation of Traffic Signals and associated equipment shall be employed on the associated traffic signal work. All equipment must be treated with care during transport and installation as damage to paint/protective surfaces leading to signs of corrosion must be repaired or replaced, if requested, at the expense of the developer during the warranty period. All materials and equipment shall comply with BS EN 50556:2011 Road Traffic Signal Systems, BS EN 12368:2006 Traffic Control Equipment (Signal Heads), BS EN 12675:2001 Traffic Signal Controllers (Functional Safety Requirements) and with the current TR2500 specifications, requirements and recommendations of the Highways Agency concerning traffic signal and Pelican, Puffin & Toucan crossing control equipment. Passively safe traffic signal poles shall comply with BS EN 12767:2007 – ‘Passive Safety of Support Structures for Road Equipment - Requirements, Classification and Test Methods’. The developer involved in the installation of traffic signals works should have an accredited registration for Quality Assurance to ISO9000 with specific reference to the type of work involved. Specialist sub-contractors engaged in slot cutting may be exempt from this requirement but should be adequately supervised by a Quality Assured organisation. The developer shall comply with the current Electricity at Work Regulations Act of 1989 and all electrical works undertaken must comply with BS7671 (IEE Wiring Regulations) current addition.

21.5

Traffic Management

All works which induce disruption to the normal movement of traffic and/or pedestrians shall be signed in accordance with the Highways Act 1980, ‘Safety at Streetworks and Road Works Code of Practice’ and ‘Chapter 8’ of the Traffic Signs Manual published by H.M.S.O. or any amendments of the above thereof for the time being in force. All existing traffic signal equipment must remain operative at all times during the course of the works, up until the new equipment can be brought into safe operation, unless otherwise agreed with Sefton Council’s Highways Development Control Team. All traffic signal heads installed as part of the proposed traffic signal installation shall be completely covered by a suitable cover, which shall be orange in colour. New push button units shall also be covered with appropriate covers. The covers shall only be removed prior to the switching on of the completed installation.

21.6

Drawings

On completion of the traffic signal works ‘as-built’ cable drawings and/or cable schedules for each individual junction must be supplied by the developer, indicating all cable runs and cable sizes, signal poles and all associated equipment. The drawings are to be provided electronically in AutoCAD format and issued within a maximum of 4 weeks of the Site Acceptance Test (SAT).

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21.7

Services

The electricity supply cables will be provided and installed by the Electricity Board and the Electricity Board will be responsible for bringing the service into a feeder pillar/termination post erected by the developer. The electricity company may provide a dedicated power supply for highway installations as a TN-S, TN-C-S or TT system. Unless otherwise stated the electrical supply will be 200-250V, 50Hz single-phase alternating current, and all electrical equipment must be designed for use with this supply.

21.8 Traffic Signal Controller Units The type of traffic signal junction controller unit(s) complete with UTC interface must have an input/output interface capable of providing up to sixteen control and reply bits without further modification, other than by handset command and have lamp monitoring facilities. The type of traffic signal junction controller unit to be installed must be approved by Sefton Council’s Highways Development Control Team. The traffic signal junction controller case shall be capable of accommodating (horizontally) a standard 19 inch rack for the installation of transmission equipment, fitted with 2 x compression bolts as well as the standard (S18) locks. The developer must agree with Sefton Council, prior to installation, as to the specification and method of application of anti-vandal paint. The cabinet is also to be labelled with a site identification number as prescribed. The controller should be configured with audible facilities, which can be switched on and off by timetable entries.

21.9

Equipment Compatibility

Sefton Council currently operates the following traffic control strategies and systems : • • • • • •

Siemens – ‘Urban Traffic Control’ (UTC) Version 24.4A Siemens – ‘TRL SCOOT’ Version 4.5 Siemens – ‘Remote Monitoring’ Version 36 Siemens – ‘MOVA’ Siemens – ‘Sietag SVD’ Version 4 (Bus Priority System) Siemens – ‘Comet’ V15

All proposed traffic signal equipment must be compatible and be able to operate with the above systems.

21.10 Traffic Signal Controller Power Supply Power to the traffic signal controller unit must be fed from an independent feeder pillar, positioned remotely to the controller. The pillar must be complete with a hinged door and anti-vandal locks. Where there is an existing Electricity Board supplied feeder pillar, which supplies mains power to an adjacent existing traffic signal controller unit, the developer should ensure that the power to the existing traffic signal controller is not interrupted during the works. Termination of the mains supply in the feeder pillar must utilise a two pole lockable Isolator, to the correct rating, unless otherwise approved.

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21.11

Traffic Signal Controller Cabinet Installation

The controller cabinet should be installed out of pedestrian desire lines, vehicle sight lines and all access doors can be fully opened without obstruction. The cabinet is to be mounted on a case root base, locating it on one or more concrete base slabs, which are themselves securely bedded and properly levelled at the appropriate depth. A bed of concrete is to be laid over the base of the case root and concrete base slab(s). The top of the bed when finished should be 1/3 of the way up the legs of the stool and the site bed smoothed. The part of the excavation within the controller case root is back filled with compacted dry fine sand and topped with dry fine sand after the cables have been terminated. A layer of epoxy resin 6mm thick (or as specified) is to be laid on top of the sand to prevent ingress of gas and moisture into the controller through the root and to provide a seal with the controller case. When a controller is mounted on a verge or unmade ground, a concrete pad should be laid around the controller to a minimum width of not less than 1m. When all the cables have been installed, all duct entries in the controller base should be sealed using an approved foam sealer or mechanical duct/cable plug to stop the ingress of dirt and silt. Once the electronic modules are installed in the controller, the door seals and locks should be checked and the controller base sealed as soon as possible to stop any water ingress getting into the modules. All traffic signal controllers shall be finished in anti–poster paint and labelled with a site identification number as instructed by Sefton Council’s Highways Development Control Team.

21.12 Traffic Signal Junction Controller Configuration The developer should make arrangements to ensure that the configuration, reconfiguration and testing of any microprocessor traffic signal control equipment is carried out prior to installation on site and for testing by Sefton Council’s Urban Traffic Control division.

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21.13 Traffic Signal Poles All new traffic signal poles are to be galvanised and plastic coated. All signal head brackets are to be galvanised and either powder coated or paint finished. Traffic signal poles should be erected in accordance with the Specification for Highway Works, clause 1203 and standard details DEV/SD/1200/06 & 07 of this pack. When traffic signal pole boxes are to be used, the signal pole and pole box must be installed at the same time to ensure the pole is vertical and secure. Signal heads should not be fitted to newly erected signal poles until the concrete base has been given sufficient time to harden. Anti-rotational bolts are to be fitted in all pole boxes. Where signal poles are to be fitted with push button units and in association with tactile paving, the pole should be located 0.5m away from the kerb face and 0.5m away from the edge of tactile paving. Care should be taken to avoid damage to poles during transportation and erection. Damage caused to the poles will result in the developer either repairing the pole (with an approved method) or if requested by Sefton Council, totally replacing the pole at the developers own expense. All new traffic signal poles shall have a white band or high visibility tape (between 0.14m to 0.16m wide) at a height of 1.5m to 1.7m above ground level. All new traffic signal poles shall be numbered in accordance with the signals drawings. Each pole shall have one number visible from the carriageway and a second (of the same) visible from the footway. The numbers shall be approximately 50mm in size, black in colour and on a yellow background. Where a signal pole is required in excess of 5m in height, a large base pole with low level cable entry must be used (i.e. lighting column type). The poles are to be galvanised and plastic coated. Passive poles to comply with BS EN 12767 â&#x20AC;&#x201C; Passive Safety of Support Structures for Road EquipmentRequirements, Classification and Test Methods Table NA 1. Crash test certificates must be provided with request for approval. Poles must be fitted with a suitable electrical disconnection system to be approved by Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team prior to commencement of the works. Electrical safety requirements are to comply with BS EN 12767 NA 8 of the National Annex. Associated inspection chambers to be compatible with poles and electrical apparatus. Manufacturer and details to be approved prior to the commencement of the works.

21.14 Pedestrian/Toucan Crossing Push-Button Units o

The centre of the push-button unit is to be installed between 1-1.1m above footway level and at 45 to the kerb, facing the crossing and tactile paving, unless otherwise specified. All fixings in relation to the push button units should be concealed so far as possible to minimise the risk of vandalism.

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21.15 Equestrian Crossing Push-Button Units o

The centre of the push-button unit is to be installed 2m above footway level and at 45 to the kerb and at 2m away from the kerb line, facing the crossing for use by mounted rider, unless otherwise specified. o

An additional push button unit is to be installed between 1-1.1m above footway level and at 45 to the kerb, facing the crossing for use by a rider leading a horse, unless otherwise specified. All fixings in relation to the push button units should be concealed so far as possible to minimise the risk of vandalism.

21.16 Pedestrian Tactile Units Any pedestrian Tactile Unit supplied, shall be the extra low voltage type (normally not exceeding 50V a.c. or 120V ripple free d.c.). The units must conform to TR2508 for installation at pedestrian facilities.

21.17 Traffic Signal Heads In accordance with The Traffic Signs Regulations and General Directions 2002 (and subsequent amendments) and the Pedestrian Crossing regulations the height to the centre of the amber optical assembly shall be between 2.4m min and 4m max. When a regulatory sign is to be erected below the traffic signal assembly, a minimum clearance of 2.1m between the lower edge of the complete assembly and the footway level should be maintained. Pedestrian red/green man assemblies should be erected with a clearance of between 2.1m and 2.6m to the lower edge of the assembly. Primary hoods must be used on secondary heads at Pelican crossings and where closely associated secondary signals are used. All 3 + 1 aspect heads, where the 4th aspect is side hung adjacent to the green, shall have a stay bar fitted to prevent movement of the lantern. All traffic signal heads shall be fitted with HIGH INTENSITY backing boards so to enhance conspicuousness against distracting backgrounds. The boards shall be fitted to the top and bottom as well as the sides of the lantern. Installations for all signal heads are to be ELV LED.

21.18 Photocells Photocells should be fitted to every new traffic signals installation. They should be sited in accordance with the manufacturerâ&#x20AC;&#x2122;s recommendations. Care should be taken so that the photocell is not overshadowed, causing the lamps to be permanently dimmed. The photocell shall typically be fitted to the nearest pole to the signals controller.

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21.19 Outstation Transmission Unit Any outstation transmission units within the works, shall be the latest approved model as supplied by Siemens Traffic Controls Ltd, TC12 Scoot Integral UG405 OTU, including 3 No. Eurocard backplanes and 3 No. 4 channel detector packs (to the latest specification).

21.20 Red Lamp Monitoring Units Any red lamp monitoring units installed shall be integral with the controller and manufactured by the same company that supplies the controller.

21.21 Above Ground Vehicle Detectors All microwave vehicle detectors shall be manufactured in accordance with TR2505 and should come complete with associated mounting brackets. Any above ground vehicle detection units that may be required as part of the traffic signal installation equipment, shall be capable of operating from a nominal supply voltage of 24 Volts a.c. or d.c.

21.22 Above Ground Pedestrian Infrared Detectors

‘on–crossing’

‘pedestrian

presence’

All pedestrian on-crossing or pedestrian presence detectors shall be manufactured in accordance with TR2506 and should come complete with associated mounting brackets. Any above ground pedestrian ‘on- crossing‘ detectors that may be required as part of a Puffin or Toucan installation, shall be capable of operating from a nominal supply of 24 Volts a.c. or d.c.

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21.23 Slot Cutting (for the installation of inductive loops in carriageway) Slot cutting shall be carried out by a specialist sub-contractor. The developer shall be responsible for marking out all slot configurations and shall supervise the work of the sub-contractor. The developer shall arrange for access to a water supply and shall satisfy all the necessary Water Authority requirements and ensure compatibility of connections. Slot cutting operations shall not be conducted in wet weather, or when the ambient temperature is below 0 c. o

Slots shall be cut using a motorised saw blade. The layout of the loop configuration shall avoid areas of poor reinstatement in the road surface caused by other roadwork, etc. Slots shall be cut at least 1m from any such disturbance. Slots shall be cut at least 1m from any ferrous objects such as manhole covers, etc. In concrete road surfaces, the developer shall not cut slots less than 1.5m from transfer joints between adjacent concrete sections. Slots for loop cables shall have a width of 8mm with a tolerance of +1mm/-0.0mm. The slot width shall exceed the maximum diameter of the loop cable by at least 2mm. Slots for loop tails shall have a width of 15mm with a tolerance of +1mm/-0.0mm. The slot width shall exceed the maximum width of the two tails when twisted by at least 2mm. Slots for 1 pair feeder cable shall have a width of 14mm with a tolerance of +1mm/-0.0mm. The slot width shall exceed the maximum diameter of the cable by at least 2mm. Slots for 2 pair feeder cable shall have a width of 15mm with a tolerance of +1mm/-0.0mm. The slot width shall exceed the maximum diameter of the cable by at least 2mm. The depth of the slots shall be (65+7n) mm with a tolerance of +10mm/-0.0mm, where ‘n’ is the number of cables and the first figure is the minimum depth of cover. In concrete surfaces the depth shall be (25+7n) mm with a tolerance of +5mm/-0.0mm. The depth of each slot shall be checked with a depth gauge along the whole length of the slot. The developer shall ensure that there are no irregularities in the base of the slot. Each loop shall be separated from adjacent loops by a minimum of 1m. Where separate loop tails run adjacent to one another, the minimum separation between the respective slots will be 0.1m unless otherwise agreed with Sefton Council’s Highways Development Control Team. All debris and silt shall be cleared from the base of the slot and the slot blown dry with compressed air prior to cable laying. All debris and silt shall also be cleared and washed down on the adjacent carriageway surfacing.

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21.24 Inductive Loop Cable Laying The loop cable shall be 1.5mm 30/025 tinned annealed copper conductor, insulated with 0.8mm radial thickness of EPR and sheathed with 1.4mm radial thickness of PCP, overall diameter 5.8mm (minimum), 7.2mm (maximum). The cable dimensions shall comply with BS6500 : 2000. Alternatively, a loop cable with 2.5mm 50/0.25 tinned annealed copper conductor, insulated with 0.8mm radial thickness of EPR and sheathed with 1.4mm radial thickness of PCP. Overall diameter, 6.4mm (minimum), 8.8mm (maximum) may be used. The cable shall comply with BS.6500 : 2000. The cable shall be dry before installation. The developer shall ensure that the cable lies evenly in the bottom of the slot, and shall secure the cable in such a position if necessary. Sharp implements shall not be used to seat the cable in the slot.

21.25 Inductive Loop Feeder Cable The feeder cable shall be 1.5mm 1/1.38 plain annealed circular copper conductor, 0.7mm radial polyethylene insulation, two or four cores, cores laid up with 5 turns per metre, bedded in natural polyethylene 0.8mm radial thickness, galvanised steel wire armoured, 0.9mm radial thickness, polythene sheath thickness 1.4mm, approximate overall diameter 11.5mm (1 pair cable) or 12.9mm (2 pair cable). A 2.5mm cable to the above specification may be used as an alternative, (overall diameter 13.1mm, 1 pair, and 14.5mm, 2 pair). The installed feeder cable shall not exceed 300m in length from the equipment housing to the first loop connected to it unless first agreed with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team.

21.26 Inductive Loop Cable Joints Any cable joints that may be required shall be terminated in a detector loop joint box, which will be provided at the side of the carriageway. Crimping is not acceptable: all joints must be soldered and encased within a suitable torpedo cable jointing kit. Joints shall be installed in accordance with the joint kit instructions and enough surplus feeder cable must be left after the Torpedo joint to allow for two extra joints. Jointing shall not take place in wet weather conditions, unless suitable protection is erected to ensure that moisture cannot enter the joint, either during the jointing operation, or during the setting time for the compound. The developer shall provide reasonable opportunity to inspect each joint before the filling compound is inserted into the box. All joints are to be labelled with the detector loop joint box identifying which cores are connected to which loops.

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21.27 Back-filling Slots The developer shall ensure that all slots are clean and dry immediately prior to backfilling and that all silt and debris has been removed from the base of the slot. Backfilling shall be a two-stage process : • •

The cables shall be covered on first pass by a shallow layer of blown grade oxidised bitumen R85/40 The second pass shall complete the backfilling process, also with blown grade oxidised bitumen R85/40 to the level of the road surface (R85/25 grade is an approved alternative)

When slots have been cut through kerbs, the slot should be cut within the existing gap between two adjacent kerbstones. Within the kerb, the slot must be grouted up flush with the original kerb surface.

21.28 Loop Detector Packs Any loop detector packs supplied must be of the plug-in self-tuning type and must comply with TR2512. The detector shall be capable of operating with a feeder cable up to 300m in length. Where adjustments are required to sensitivity and presence time, these shall be made during initial setting up and no further adjustments shall be necessary. The equipment, including loop and feeder, shall operate without any reduction in performance under the following conditions : • • •

Temperature -10 to 50°C Relative humidity up to 100% (non-condensing) Carriageway flooded under 25mm of water

The detector shall not operate from electrical noise pick-up on the detector loop or feeder cables.

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21.29 Cabling Multi-core intersection and linking cables should be armoured or otherwise protected against accidental damage. They should be covered in an outer sheath of orange coloured PVC in accordance with NJUG Publication 4. The latter need not apply to loop detector or loop feeder cables or data transmission cables. A mixture of extra low and low voltages should not be used in the same multi-core cable and in the terminations at the tops of poles. All cabling (except cable associated with inductive loop vehicle detectors), used in the course of the works, shall be supplied with 50% spare core capacity and shall have a minimum of 8 cores per cable. All cables shall be marked and must be capable of being identified by the use of a wiring schedule which will be provided by the developer. Connections in the pole cap assembly must not contain more than two cores per connector. The uppermost connectors must be used for the earth and then the neutral in descending order. All wire armoured cables, which are to be installed into the traffic signal controller cabinet, shall be terminated using the compression gland technique and bonding must satisfy the current edition of the current IEE Wiring Regulations. Jubilee clips clamping the cable armouring to the castillation bars will not suffice. Adjacent metalwork not forming part of the installation must not be bonded to any part of the traffic signal installation.

21.30 Cable Terminations Armoured multicore cables, where the armouring forms part of the earth continuity conductor, should be made using terminations fit for the purpose. Where the armour or metal sheath of buried cables do not form part of the circuit protective conductor, BS 7671 requires that they are earthed in all cases. Sheathed and armoured cables in vertical runs, which are inaccessible and unlikely to be disturbed should be supported at the top of the run. All earthing and cable termination or gland plates should be constructed to resist vibration fatigue and must have a firm and shake proof electrical and mechanical connection between the plate and the metal work of the cabinet or pole. Each cable should be identified at each end of the cable run and intermediate runs. Individual conductors should also be identified. All cable runs and connections should be fully documented. All unused cores in cables should be identified and cut to a minimum length. Long enough to connect to the furthest making-off point within the particular unit and cut so as to be of equal lengths, and connected to earth at both ends with care being taken that such spare cores are not connected prior to the earth loop impedance test being completed. Cable joints should not be used on new installations other than for jointing inductive loop tails to feeder loop cables.

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21.31 Testing and Commissioning – Completed Signal Installation The developer shall be responsible for the testing, inspection and commissioning of the completed installation as required by the specification and conditions of contract, and for certifying that all such works comply with BS 7671 (IEE Wiring Regulations for Electrical Installations) by issuing a Completion Certificate. The developer shall not give less than seven days notice of his intention to carry out any of the tests specified and Sefton Council’s Highways Development Control Team and their representatives shall be entitled to witness such tests. As many tests as in the opinion of the team are possible shall be arranged together. Two copies of all Test Certificates shall be supplied as soon as possible after completion of the tests to Sefton Council for their approval. Information is to be given on each test certificate sufficient to identify the material or equipment to which the certificate refers. On completion of laying each continuous un-terminated and un-jointed length of cable the test described below shall be carried out using a d.c. voltage which shall be at least twice the nominal voltage of the circuit but need not exceed 500 volts : • •

Insulation resistance (and sheath integrity), between all conductors, including protective conductor, bunched together and earth spike in the conductive mass of earth Insulation resistance, between conductors, including protective conductor

For each installation the following items shall be inspected and tested, in the sequence indicated, as per standard method of testing detailed in the BS 7671 (IEE Wiring Regulations.) : • • • • • •

Continuity of protective conductors, including main and Supplementary equipotential bonding Insulation resistance Protection by enclosures Polarity Earth fault loop impedance Operation of residual current devices

In the event of any test indicating failure to comply, that test and those proceeding shall be repeated, in the correct sequence, after the fault has been rectified. The insulation resistance between conductors shall be not less than 1 mega ohm. As the removal of lamps is normally impracticable during the testing of installations, the tests should be carried out with local fuse links removed (or switches open). The insulation resistance to earth measured with fuse links in place and switches closed shall be not less than one mega ohm. Following the inspection and testing of a completed installation, a completion and inspection certificate shall be provided for retention by Sefton Council’s Highways Development Control Team. Test certificates must be completed and provided to Sefton Council on the day of the Site Acceptance Tests. Loops and loop feeder cables should be tested in accordance with the Specification of Highway Works clause 1218.

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21.31 Testing and Commissioning –Temporary Traffic Signals Wherever portable traffic signal control equipment is to be used at a site which contains a junction, it is a statutory requirement for the Highway Authority to issue written approval for the operation of those signals. The developer may contact Sefton Council’s Highways Development Control Team to obtain a Site Approval form for submission. The developer shall specify the operating conditions and the controller settings appropriate to the site for submission and approval from the Highway Authority. During manual operation, the developer shall be responsible for the control of the signals at all times. Where a main road is under temporary Traffic Signal Control, all side roads which approach the main road shall be signed as per Diagram 7021 of The Traffic Signs Regulations and General Directions 2002 and subsequent amendments, (Schedule 12 Part 1, Miscellaneous Warning Informatory and Regulatory Signs for Road Works). Where a main road is under temporary Traffic Signal Control and uncontrolled side roads are within the extent of the signal control, the main road shall be signed as per Diagram 7022 of The Traffic Signs Regulations and General Directions 2002 and subsequent amendments, (Schedule 12 Part 1, Miscellaneous Warning Informatory and Regulatory Signs for Road Works). Stop/Go boards as per diagram 7023 and 7024 of The Traffic Signs Regulations and General Directions 2002 and subsequent amendments, (Schedule 12 Part 1, Miscellaneous Warning Informatory and Regulatory Signs for Road Works), shall be kept on site at all times when temporary signals are in operation in case of failure.

21.32 Approved Traffic Signal Contractors For details of the Contractors that are currently approved for the installation of traffic signal control equipment within Sefton contact Sefton Council’s Highways Development Control Team.

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Chapter 22 Design & Construction of New Roads to Adoptable Standards

Street Nameplates

Sefton Council Developers Pack June 2013 - Revision 01

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22. Street Nameplates 22.1

General

Street nameplates shall have either black lettering on a white background with a black border, or white lettering on a blue background, as directed by Sefton Council’s Highways Development Control Team (nameplates for areas north of and including Little Altcar shall be white and blue, nameplates in areas south of and including Hightown shall be black and white). The lettering is to be upper case Kindersley typeface. The normal height of lettering is 0.1m but smaller sizes may be used when directed by Sefton Council’s Highways Development Control Team. The signs are to be reflectorised. Nameplates shall be made of not less than 3mm thick anti-glare polycarbonate with all legends printed directly onto the reverse side, then laminated to sheet aluminium with exterior grade laminating film. (The use of PVC sheet as an alternative may be permitted but is subject to approval by Sefton Council’s Highways Development Control Team.) All street nameplates shall be positioned where and as directed by Sefton Council’s Highways Development Control Team.

22.2 Wall Mounting If directed by Sefton Council’s Highways Development Control Team, street nameplates will be fixed to garden walls or dwellings. The method of fixing shall be by 40mm galvanised or other rust resistant screws at both ends and at intervals of not more than 0.3m on the top and bottom of the plate and set into plugs in the wall or dwelling. Unless the nameplate is to be fixed directly to a wall it must be supported by a 30mm x 30mm angular steel frame or be mounted on a 25mm thick marine plywood backing board with all the edges flush with the plate edge. Prior to fixing, the backboard shall be primed and painted grey or black to BS3810 No.693, as directed by Sefton Council’s Highways Development Control Team. The plate shall be secured to the board with galvanised or other rust resistant screws, at each end and at intervals not greater than 0.3m on the top and bottom of the plate.

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22.3

Leg Mounting

Mounting posts shall be manufactured in 50mm x 50mm R.H.S with toe bottom. They shall be treated with a rust inhibitor and painted grey or black. A plastic cap shall be fitted to the top of each post. The posts shall be set 0.45m below ground level and have a 0.1m concrete base and surround up to 0.1m below ground level. The plates should be securely bolted to the posts and should not overhang the posts by more than 0.1m. The bottom of the plates should be at least 0.6m above ground level and the post height must exceed the top of the plate. Whenever possible, street nameplates should be positioned at the back of the footway and be never closer than 0.45m from the kerbface.

22.4 Temporary Nameplates On occasion, Sefton Council’s Highways Development Control Team may instruct the erection of ‘temporary’ nameplates. These shall comprise of self-adhesive black vinyl lettering of 20swg sheet aluminium with a white stove enamelled finish mounted on 20mm marine grade plywood.

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CONTENTS Street Design Guide Design and Construction of New Roads to Adoptable Standards Standard Details â&#x20AC;&#x201C; Plans Section 38 Agreement Developer Guidance Section 38 Agreement Annexes Section 278 Agreement Developer Guidance Section 278 Agreement Annexes

Sefton Council Developers Pack Contents

Street Design Guide

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Sefton Council Developers Pack

Street Design Guide

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CONTENTS Foreword Introduction Chapter 1

–

Manual for Streets

Section 1.1 Section 1.2 Section 1.3 Section 1.4 Section 1.5 Section 1.6 Section 1.7 Section 1.8 Section 1.9 Section 1.10 Section 1.11 Section 1.12

– – – – – – – – – – – –

Introduction Detailed Design Issues Pedestrian Infrastructure Cycle Infrastructure Bus Facilities Carriageways Junctions, Crossings and Accesses Visibility Splays On-Street Parking and Servicing Street Furniture, Trees and Street Lighting Traffic Signs and Markings Manual for Streets in Sefton Council

Chapter 2

–

Road Hierarchy

Section 2.1 Section 2.2 Section 2.3 Section 2.4 Section 2.5 Section 2.6 Section 2.7 Section 2.8 Section 2.9

– – – – – – – – –

Introduction Design Principles Principal Roads Classified Roads Local Distributor Roads Residential Roads (with Bus Routes) Residential Roads (without Bus Routes) Shared Space Streets Home Zones

Chapter 3

–

Historic Environment

Section 3.1 Section 3.2 Section 3.3 Section 3.4 Section 3.5 Section 3.6 Section 3.7 Section 3.8

– – – – – – – –

Introduction What is the Historic Environment? New Development Affecting Heritage Assets Incorporating Local Character & Sustaining Local Distinctiveness Layouts and Street Patterns Materials and Details Signs and Road Markings Procedures

Chapter 4

–

Accessibility

Section 4.1 Section 4.2

– –

Introduction Design Considerations

Chapter 5

–

Pedestrian Movement and Crossing Points

Section 5.1 Section 5.2 Section 5.3 Section 5.4 Section 5.5 Section 5.6 Section 5.7

– – – – – – –

Introduction Widths Vertical Clearance Gradients and Crossfalls Steps, Handrails and Ramps Guardrail Pedestrian Crossing Points

Street Design Guide Contents

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Chapter 6

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Cycling

Section 6.1 Section 6.2 Section 6.3 Section 6.4 Section 6.5 Section 6.6 Section 6.7 Section 6.8

– – – – – – – –

Introduction Design Guidance for Cycle Routes (On-road) Design Guidance for Cycle Routes (Off-road) Cycle Visibility Cycle Alignment Cycle Parking Cycle Routes at Bridges Existing Routes

Chapter 7

–

Public Transport

Section 7.1 Section 7.2

– –

Introduction Design Considerations

Chapter 8

–

Public Rights of Way

Section 8.1 Section 8.2 Section 8.3 Section 8.4

– – – –

Introduction Design Guidance for Public Rights of Way Impact of Development on PROW Outside the Site Impact of Development on PROW Inside the Site

Chapter 9

–

Trees and Planting

Section 9.1 Section 9.2 Section 9.3 Section 9.4 Section 9.5 Section 9.6 Section 9.7

– – – – – – –

Introduction Landscaping Design Considerations Tree Planting (positioning of trees on the highway) Construction of Tree Pits Species Choice Aftercare and Young Tree Maintenance Other Planting

Chapter 10

–

Street Furniture

Section 10.1 Section 10.2

– –

Introduction Design Considerations

Chapter 11

–

Parking

Section 11.1 Section 11.2 Section 11.3 Section 11.4 Section 11.5 Section 11.6 Section 11.7

– – – – – – –

Introduction Parking Standards Disabled Parking General Parking Garages and Driveways Communal Parking Car Free Developments

Chapter 12

–

Servicing, Deliveries and Emergency Vehicles

Section 12.1 Section 12.2 Section 12.3

– – –

Introduction Emergency Vehicles Service Vehicles

Chapter 13

–

Junctions and Roundabouts

Section 13.1 Section 13.2 Section 13.3 Section 13.4 Section 13.5 Section 13.6

– – – – – –

Introduction Visibility Spacing of Junctions Junction Radii Mini-Roundabouts Conventional Roundabouts

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Chapter 14

–

Traffic Signs and Road Markings

Section 14.1 Section 14.2 Section 14.3

– – –

Introduction Traffic Signage, Size and Height Road Markings

Chapter 15

–

Public Utilities

Section 15.1 Section 15.2

– –

Introduction Layout Considerations

Chapter 16

–

Drainage and Sustainable Drainage Systems

Section 16.1 Section 16.2

– –

Introduction Sustainable Drainage Systems

Chapter 17

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Urban Traffic Control Systems

Section 17.1 Section 17.2 Section 17.3 Section 17.4

– – – –

Introduction Vehicle Activated Signs Variable Message Signs and Parking Guidance Signs Traffic Signals

Chapter 18

–

Highway Structures Approval Procedures

Section 18.1 Section 18.2 Section 18.3 Section 18.4 Section 18.5

– – – – –

Introduction Scope of Approval Category of the Structure Adoption of Structures Approval in Principle Procedure

Chapter 19

–

Street Lighting

Section 19.1 Section 19.2

– –

Introduction Lighting Design

Chapter 20 –

Statutory and Non Statutory Obligations/Requirements

Section 20.1 Section 20.2 Section 20.3 Section 20.4 Section 20.5 Section 20.6 Section 20.7 Section 20.8

– – – – – – – –

Introduction Traffic Regulation Order Stopping-Up Orders Construction Design and Management Regulations Notice of Works (Traffic Management Act 2004) Highway Licences and Permits Street Works Licences Street Naming and Numbering

Chapter 21

–

Road Safety Audits

Section 20.1 Section 20.2

– –

Introduction Road Safety Audit Stages

Chapter 22 –

Road Restraint Systems

Section 22.1 Section 22.2

Introduction Design Considerations

– –

Chapter 23 –

Commuted Sums

Section 23.1

Introduction

–

Relevant Legislation Glossary References

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Foreword I am delighted to introduce Sefton Council’s developers’ pack. The pack is an exciting new initiative that will greatly assist in the delivery of quality new residential developments throughout the Borough and shape our highway infrastructure with a view to designing for future maintenance. The pack includes a suite of key documents that together provide clear guidance to developers, demonstrating how quality highway outcomes can be met, together with details of the support and services that Sefton Council provides. A key theme running throughout the pack is the need to design quality developments that incorporate materials which will help in reducing Sefton Council’s future maintenance liabilities. In developing the pack, traditional ways of working have been challenged with every avenue explored to develop new ideas and innovative solutions to take us forward in the future. This is perhaps even more important given the current challenging environment, where Sefton Council will need to continuously evolve and redesign the services we provide to address the needs of local people. This pack has been developed in conjunction with a wide range of key stakeholders. Developers openly showed their strong support for the pack throughout the whole process. This means that we can look forward collectively in a climate of true partnership with developers to deliver the type of new development that meets the needs of the residents of Sefton.

Alan Lunt Director of Built Environment

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Foreword Sefton Council is committed to making sure that Sefton is a great place to live, work and enjoy and the provision of high quality new residential developments is a key element in achieving this. The developers’ pack will be a crucial tool in encouraging developers to invest in the Borough whilst ensuring that these new developments meet the standards and expectations of local people whilst reducing the Council’s maintenance liability through improved design and better construction processes. The delivery of the pack has been achieved using the, ‘One Council’ approach and has the support of developers and other key stakeholders. On a personal note, I have no hesitation in supporting this innovative new approach to facilitating the delivery of quality new residential developments throughout the Borough and I look forward to seeing the end product for our residents through collective partnership working with developers both now and in the future.

John Fairclough Cabinet Member Transportation

Street Design Guide Foreword

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Introduction Sefton Council is committed to creating excellent new places for people to live and work. The objective of the developers pack is to assist in the delivery of high quality new residential developments throughout the Borough and should be used in context with other current national and local planning and design guidance. Both editions of Manual for Streets (MfS) strongly recommend that Local Authorities review their standards and guidance to take account of its principles. In developing this guide, Sefton Council has carefully considered the guidance provided in MfS 1&2 in developing its standards. This pack is intended for use by developers, design teams and others and seeks to stimulate designs that are appropriate to the context, character and location of a development site and can be used safely by the travelling public. Designs will be encouraged to incorporate quality approved sustainable materials that are visually attractive, require minimum maintenance and are in keeping with the specific local character of the area. The pack covers the design of the ‘highway’ in its broadest sense, namely, the public space between private properties which facilitates all public activity, including the circulation and storage of motorised vehicles. To this end the guide encourages designers to consider all the components that make up the public realm including lighting, signage, landscape and planting etc. This pack is designed to assist in the design of development layouts that provide safe movement for all highway users including pedestrians of all ages, cyclists, public transport users, car users, emergency vehicles and delivery and servicing vehicles. As a result, designers should develop appropriate solutions that : • • •

Meet the needs of all users and not just those of vehicular traffic Create safe environments for all highway users which encourage people to walk, cycle and use public transport Create quality environments in which to live, work and play

The pack also contains : • • • •

Design and Construction of Roads to Adoptable Standards Standard Detail Drawings Section 38 Agreements – Developer Guidance Section 278 Agreements – Developer Guidance

Street Design Guide Introduction

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Chapter 1 Street Design Guide

Manual for Streets

Sefton Council Developers Pack June 2013 - Revision 01

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Manual for Streets

1.1

Manual for Streets - Introduction

In 2007, the Department for Transport (DfT) published Manual for Streets (MfS), which replaced the previous guidance that has been in place for 30 years. MfS proposes a different approach to the design and delivery of lightly trafficked residential streets. It encourages a more holistic approach to street design and assigns a high priority to the needs of pedestrians, cyclists and public transport. It also promotes the sense of place of streets as well as their function to facilitate movement. Manual for Streets 2 â&#x20AC;&#x201C; Wider Application of the Principles, published in 2010 builds on this guidance, exploring in detail how and where its key principles can be applied to busier streets and non-trunk roads, thus helping to fill the perceived gap in design guidance between the original MfS and the Design Manual for Roads and Bridges (DMRB).

Pic 1.1 New Development Under Construction

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The main approaches to street design that MfS recommends are : •

•

• • • • • • • •

• •

• • •

Applying a user hierarchy to the design process with pedestrians at the top. This means considering the needs of pedestrians first when designing, building, maintaining and improving streets Emphasising a collaborative approach to the delivery of streets. Many busy streets and rural highways benefit from a ‘non-standard approach’ that takes account of the local context. This can often be achieved by using multi-disciplinary teams and by looking at other similar places that work well Recognising the importance of the community function of streets as spaces designed for social interaction. Streets should help to integrate not segregate communities and neighbourhoods Promoting an inclusive environment that ensures that the design of the street recognises the needs of people of all ages and abilities Reflecting and supporting pedestrian and cyclist desire lines in the detailed design of streets Developing masterplans for larger scale developments so that the longer term vision for the area is considered in the design process Establishing a clear vision and setting objectives for schemes, which respond to the more complex and competing requirements in mixed use contexts A locally appropriate balance should be struck between the needs of different user groups. Traffic capacity will not always be the primary consideration in designing streets and networks Creating networks of streets that provide connectivity to main destinations and a choice of routes Moving away from hierarchies of standard road types based on traffic flows and/or the number of buildings served. Indeed, Sefton Council has recently adopted this approach by setting a road hierarchy in this order Developing street character types on a location specific basis to set out the basic parameters of the streets involved and their relationship to buildings and the public realm Encouraging innovation with a flexible approach to street layouts and the use of locally distinctive, durable and maintainable materials - A key objective of Sefton Council’s Developers Pack is designing for future maintenance Using quality audit processes that demonstrate how designs will help meet objectives for the locality Designing to keep a vehicle’s speed at or below 20mph in streets and places with significant pedestrian movement unless there are over-riding reasons for accepting higher speeds Using the minimum of highway design features necessary to make the streets work properly The starting point for any well designed street is to begin with nothing and then add on what is necessary in practice

MfS is the starting point for the design of any scheme affecting non-trunk roads. Where designers do refer to DMRB for detailed technical guidance, they should bear in mind the key principles of MfS and apply DMRB in a way that reflects local context. DMRB or other standards and guidance should only be used where the guidance contained in MfS is not sufficient or particular evidence leads the designer to conclude that MfS is not applicable in that instance.

1.2

Manual for Streets - Detailed Design Issues

Designers should consider the layout in totality, including the relationship of the highway to its surroundings. In particular, the key design issues are all detailed in the following sub-sections.

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1.3

Pedestrian Infrastructure

Good sightlines and visibility are important for way-finding and personal security. Pedestrian routes need to be direct and match desire lines, as closely as possible, including across junctions, unless site specific reasons preclude it. Pedestrian networks need to be connected. Where routes are separated by heavily trafficked roads, appropriate surface-level crossings should be provided where practicable. Pedestrians should be accommodated on multifunctional streets rather than on routes segregated from motor traffic and obstructions such as street furniture on the footway should be minimised. There is no maximum width for footways. Widths should take account of pedestrian volumes and composition.

1.4

Cycle Infrastructure

Cyclists should be accommodated on the carriageway, whenever practicable. Generally direct, barrier-free routes that avoid the need for cyclists to dismount are preferred. Cycle routes are less likely to be used if they take cyclists away from their desire lines and require them to concede priority to side road traffic. Off-carriageway cycle tracks that bring cyclists into conflict with side road traffic can be more hazardous than routes that stay on the main carriageway. Cyclists are sensitive to traffic conditions. High speeds or high volumes of traffic tend to discourage cycling. If traffic conditions are not appropriate for on-street cycling, where possible this should be addressed to encourage cycling. Junctions should be designed to accommodate the needs of cyclists. Over-generous corner radii that lead to high traffic speed should be avoided.

1.5

Bus Facilities

Bus routes and stops should form key elements within neighbourhoods. Subject to layout constraints, the design of bus stops should strive to create high quality places that are safe and comfortable to use with good accessibility. Stops should be provided close to specific passenger destinations. Carriageways on bus routes should not generally be less than 7m wide, although this could be reduced on short sections with good visibility between opposing flows. It is recommended that this width is not reduced by any on-street parking. Buses can help reduce the speed of cars at peak times by preventing overtaking.

1.6

Carriageways

Traditionally, the design of carriageways between junctions in both rural and urban areas was often based on DMRB. However, it is recommended that designers bear in mind MfS when applying DMRB. MfS provides designers with advice on how carriageway widths, alignments and cross-sectional details can be designed in a way that better respects local context and the needs of users other than vehicular traffic.

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1.7

Junctions, Crossings and Accesses

Traditionally, junctions tend to be designed with the main focus being on accommodating peak hour vehicle flows and safety. MfS recommends that as junctions are a natural focus for all modes of travel, wherever possible they should include convenient and direct crossing facilities for pedestrians, desirably across all arms and facilities for cyclists. MfS provides detailed guidance in respect to the design of all types of junctions including signalised junctions, priority junctions, uncontrolled junctions and roundabouts. MfS identifies the importance of locating crossings as close as possible to pedestrian desire lines so that pedestrians find them convenient to use. MfS provides detailed guidance in respect to the design of all types of crossings, including informal crossings in addition to Zebra, Pelican, Puffin, Toucan and Pegasus crossings. MfS recommends direct frontage access for developments on all urban roads, as in most cases, providing direct frontage access is unlikely to have significant dis-benefits in road safety terms.

1.8

Visibility Splays

The visibility splays at a junction ensures that there is adequate visibility between vehicles on the major and minor arms to ensure safe vehicular movements. Traditionally, the distances utilised to ensure adequate visibility splays have been based on guidance given in DMRB. However, MfS now recommends lower distances based on evidence for residential streets with traffic speeds of 30mph or less.

1.9

On-Street Parking and Servicing

The decision of whether or not to provide on-street parking should take account of both the positive and negative effects of such provision. Positive Effects : • • • • • •

A common resource, catering for residents, visitors and service vehicles in an efficient manner Able to cater for peak demands from various users at different times of the day Encourages use of the street Typically overlooked by buildings thus providing improved security Popular and likely to be well used Can provide a useful buffer between pedestrians and traffic

Negative Effects : •

• • • • •

If there are few places for pedestrians to cross safely, on-street parking can create a road safety problem, particularly if the speed of traffic is above 20mph and pedestrians are trying to cross the road between parked cars Can be visually dominant within a street scene and can undermine the established character of the street May lead to footway parking, unless the street is properly designed to accommodate parked vehicles Vehicles parked indiscriminately can block vehicular accesses to premises Cars parked on-street can be more vulnerable to opportunistic crime than in off-street spaces Providing parking bays potentially reduces footway space, which could otherwise be used for cycle parking

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Car parking along carriageways can be longitudinal, echelon (at an angle) or at right angles. Longitudinal parking may be more appropriate where traffic volumes and speeds are higher, since vehicles entering and exiting the spaces cause less interruption to traffic flows. However, in town centres and other locations where speeds are low, echelon and right angled parking may be the best solution, since it is more efficient and creates a stronger statement that the area is for ‘place activities’ as well as for movement.

1.10

Street Furniture, Trees and Street Lighting

Street furniture is the collective term for a wide range of items that are placed in or near the highway including seating, signage and cycle parking. Street furniture has an important role to play in facilitating the use of the highway for all street users. Trees are also important elements for highways as they are highly beneficial providing that they are located and maintained appropriately. Key principles in respect to street furniture include : • •

•

• • •

Designers should start from a position of having no street furniture and only introduce these elements when they have a clear function Street designs should be as self explanatory as possible, so that the number of signs can be minimised. Providing additional signs may not always provide the best solution to particular problems. Often, it may be better to consider removing signs and dealing with the problems in other ways Excessive street furniture should be avoided. However, street furniture that is of direct benefit to street users such as seating and cycle parking can contribute to a sense of place, thus making the street a destination in it’s own right Street furniture should be laid out so that pedestrian routes along and across the street are kept clear New street furniture should be well designed and sympathetic to the character of the street Items of historic interest should be retained

MfS identifies the following key principles in respect to street lighting : • • • •

• • •

• •

Lighting should be planned as an integral part of the street layout Lighting should be appropriate to context and street function Lighting should illuminate both the carriageway and the footway The height of street lighting units should be appropriate to the cross section of the street. Lowering the height of lighting can make it more visually pleasing to the eye but this can mean that more lighting units are required Lighting levels do not have to be constant during the hours of darkness Lighting columns should be positioned so that they do not impinge on the available width of footways Lighting design should ensure that shadows are avoided in streets where pedestrians may be vulnerable. Sudden changes in lighting levels can be particularly problematic for partially sighted people Lighting should be designed to reduce stray light Consideration should be given to attaching lighting units to buildings to reduce street clutter

Trees and lighting can play an important role in enhancing the character of any urban environment. MfS recognises the need to ensure that suitable species of trees are used and their needs in terms of growth, protection and maintenance are appropriately catered for.

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1.11

Traffic Signs and Markings

The ‘Traffic Signs Manual’ provides key guidance in respect to traffic signs and markings. It also recognises that traffic signs and markings can add significantly to the amount of street furniture and therefore, it suggests that designers look for opportunities to reduce signage, where it would not have a detrimental impact on road safety. Coloured road surfacing should only be considered in situations where it will have particular safety benefits.

1.12

Manual for Streets Adaptation for Sefton Council

Sefton Council as a Highway Authority is responsible for setting the standards for the local highway network throughout the Borough. In developing this Developers’ Pack, Sefton Council has reviewed its standard design specifications and guidance in respect to highway issues regarding new developments. The approach of designing streets that have a ‘sense of place’ as well as providing for movement, as set out in MfS, fits well with Sefton Council’s vision of promoting development that achieves a balance between the environmental, economic and social needs of the Borough. As a result, much of the overall guidance set out in MfS has been embraced in respect to new developments, whilst recognising the need to maintain the local context.

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Chapter 2 Street Design Guide

Road Hierarchy

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Road Hierarchy

2.1

Introduction

Sefton Council’s road hierarchy is designed to reflect the different types of functions of the Borough’s highway network. Streets within the road hierarchy are classified below : • • • • • • •

Principal Roads Classified Roads Local Distributor Roads Residential Roads with Bus Routes Residential Streets Shared Spaces Home Zones

MfS emphasises the overall importance given to place making and encourages the design of streets based on their function rather than purely on the level of traffic carried. It emphasises inclusive design, i.e. that account should not be given solely to vehicle movement but that as much, if not greater consideration, should be given to meet the needs of the people who live and work within the development. The design of the street should not only be appropriate to meet the particular function of that street, but should also ensure that it becomes a high quality, attractive place to live and work. For residential developments, the developer should look to balance the needs of motorised vehicles with the needs of residents, pedestrians (of all abilities) and cyclists. Developers should encourage the shift of movement away from private vehicles towards more sustainable and healthy patterns of transport and through good design, create place character that returns the environment back to the pedestrian.

2.2

Design Principles

Design principles for new residential developments should look to place the pedestrian first with their needs being considered the most important. Table 2.1 shows the hierarchy that is to be referenced when designing for the movement of people. The importance of streets as a community function should be considered with pedestrian needs of people of all ages and mobility being recognised.

CONSIDER FIRST

PEDESTRIANS

CYCLISTS

PUBLIC TRANSPORT USERS

SPECIALIST SERVICE VEHICLES (e.g. emergency services, waste etc)

CONSIDER LAST

OTHER MOTOR TRAFFIC Table 2.1 Hierarchy of Users

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From Table 2.1, it is clear that the developer should move away from what has been previously considered as traditional designs (based on traffic flows) towards designs where pedestrians’ needs are taken into account first and where an appropriate balance between different user groups is found. Hierarchies should be designed to provide clear changes in road function from external distributor roads where vehicles may dominate the space, to residential areas where pedestrians and other non-motorised users are dominant. Table 2.2 uses the number of properties as a starting point when considering the type of residential street within a new development. It has been provided as a guide and it should be remembered that the subsequent choice of design elements should reflect the wider function of the street.

Summary of residential Street types Type

Title

Pedestrians

Max. no. of Dwellings

Design Speed (mph

Speed Limit (mph)

Connector street

Segregated

700

20-25

20/30

Residential street Segregated

200

Shared space streets

Designated routes/shared

For developments up to 100vph in weekday pm peak/ up to 10 dwellings

Home Zones

Variable

Table 2.2 Summary of Residential Street Types Vehicle speeds should be kept at or below 20mph on residential streets and other areas of significant pedestrian movement, unless overriding reasons can be given for accepting higher speeds. Streets have an important function in accommodating drainage, street lighting and other services. Designs must look to their inclusion such that future maintenance costs will be kept to a minimum e.g. services will be expected to be installed within the adopted footway. Service strips covered by soft landscaping will not be adopted by Sefton Council unless in very exceptional circumstances. A flexible approach to the design of a residential street is to be encouraged with use made of distinctive and durable materials. Interesting features and street furniture where appropriate are to be encouraged, to ensure that the design is in context and will provide street interest and character within an attractive environment. The hierarchy within Sefton Council is shown within the Adoptable Standards section of this pack. For the purposes of this section, the following categories will be discussed : • • • • • • •

Principal Roads Classified Roads Local Distributor Roads Residential Roads with Bus Routes (connector streets) Residential Streets without Bus Routes Shared Spaces Home Zones

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2.3

Principal Roads

Pic 2.1 Principle Road Principal roads are ‘non-trunk’ roads that connect and act as district distributor routes from trunk roads. They are strategic multi purpose traffic sensitive routes that are expected to carry high volumes of mixed traffic including public transport, cars and cycles and it is expected that priority within these routes will be given to the movement of heavy goods vehicles (HGV’s) and public transport. Proposed developments that enter onto principal roads must have accesses designed to meet the current design standards for principal roads. Developments that front principal roads would normally be expected to provide off-street parking to be accessed from the side or from the rear of the properties. However, parking arrangements need to be appropriate and take account of traffic flows and the local situation and therefore, should be discussed with Sefton Council at the pre-application stage for the development. Classification of these routes will be ‘A’ roads and shall be agreed with the DfT.

2.4

Classified Roads

Classified roads will feed from the strategic principal road network into the local distributor road network. They will be multi purpose mixed traffic routes that include public transport, cars and cycles. Bus lanes shall be provided where required and on road cycling shall be provided for through the use of cycle lanes.

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Developments that front classified roads would normally be expected to provide off-street parking. However, parking arrangements need to be appropriate and take account of traffic flows and the local situation and therefore, should be discussed with Sefton Council at the pre-application stage for the development. Classification of these routes will be ‘B’ and ‘C’ routes and shall be agreed with the DfT.

2.5

Local Distributor Roads

Local distributor roads will connect classified roads to the residential street network. They are expected to carry less traffic than classified roads with fewer heavy goods vehicles. Provisions for cyclists, if on carriageway, shall be by the use of cycle lanes. It is expected that for new developments, off-street parking would normally be provided. However, parking arrangements need to be appropriate and take account of traffic flows and the local situation and therefore, should be discussed with Sefton Council at the pre-application stage for the development. Classification of these routes may be ‘B’, ‘C’ or unclassified.

2.6

Residential Roads (with Bus Routes)

Pic 2.2 Residential Road (with Bus Route) Residential roads with bus routes are considered to be the main routes that enter and pass through any new residential development. They will be considered as the transition areas that connect the more pedestrian dominated streets with the surrounding principal roads, classified roads and local distributor roads. One of their main functions will be to accommodate the majority of local public transport through any new development and will provide good access into the area for other modes of transport i.e. private vehicles, pedestrians and cyclists.

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For developments between 200-300 dwellings, opportunities should be taken to maximise connectivity. It is expected that at least two points of traffic access is provided to ensure adequate connectivity but where this is not possible, the internal network must form a loop. Parking arrangements need to be appropriate and take account of traffic flows and the local situation and therefore, should be discussed with Sefton Council at the pre-application stage for the development. On-street parking arrangements should not allow the carriageway width to be reduced below a minimum of 7 metres.

2.7

Residential Streets (without Bus Routes)

Residential streets are the general routes that connect the individual properties within the residential areas to the local highway network. They would be expected to serve up to 200 dwellings and would normally carry less traffic than those roads with bus routes. Although there will be segregation between the pedestrian and the vehicle, the priority is for pedestrian movement and space will be primarily designed for pedestrian use and enjoyment. Car parking would normally be expected to be â&#x20AC;&#x2DC;in curtilageâ&#x20AC;&#x2122; or to the side or rear of residential blocks. However, parking arrangements need to be appropriate and take account of traffic flows and the local situation and therefore, should be discussed with Sefton Council at the pre-application stage for the development.

2.8

Shared Space Streets

Pic 2.3 Shared Space Street Shared space street design is an approach to housing that provides access for groups of properties where pedestrians and vehicles use the same surface. Shared surfaces will only be considered in locations where it is safe for pedestrians (particularly those with mobility issues and visually impaired people) and other transport to mix. There should be clear visibility to enable cyclists and car users to see vulnerable pedestrians. Although access is maintained for vehicles, it is the pedestrian that dominates the area allowing the developer to design a more pleasant environment.

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Good design should ensure that vehicle movements are self enforcing thus ensuring minimal use of traffic management, i.e. the use of road signing and markings. Developers should ensure that the design of the street enables service and delivery vehicles to negotiate the street without difficulty. The shared space street should consist of a single shared level surface, constructed using consistent materials. The use of raised kerbing or footways is inappropriate, as there should be no designated pedestrian routes or parking areas. This will ensure that all road users clearly understand that the space is shared by both vehicles and pedestrians and to behave appropriately. Developers are expected to incorporate the use of service strips in the design of the street in order to facilitate access to services and so reduce maintenance costs in future years. Car parking is expected to be ‘in curtilage’ or to the side or rear of properties. However, there should be no designated areas on the adopted public highway and developers should ensure that parking can be accommodated without creating problems for other users of the ‘shared space’ environment. Careful consideration should be given to the design of the interface areas between the conventional street and the shared space in order to ensure that users can pass safely from one area to another.

2.9

Home Zones

The Transport Act 2000 makes provision for Home Zones in England and Wales. Home Zones are residential street areas that are designed to create a better balance for the needs of the residents, where people and vehicles share the road space safely. Unlike other 20mph zones, Home Zones aim to change the role and function of the street. Distinct features of highway, landscape and urban design encourage the feeling that the living environment is clearly as important as any provision for traffic. They are considered to be an extension of living space that has been brought outside to enable residents to carry out various forms of activities which enhance their quality of life, safe from the movement of vehicles. Home Zone areas are designed to change the way that streets have been perceived in the past and by use of good design, with a quality choice of materials, the motorist is aware that the area is one in which pedestrians dominate. Although vehicles are not excluded from the area, motorists will be brought into an environment that clearly shows pedestrians using the whole of the outside space and drivers will feel that they are guests within the area and therefore, should drive accordingly. Home Zones should be marked by regulatory signing at their limits and must be designated as Home Zones under Section 268 of the Transport Act 2000. The procedural guidance is set out within the DfT’s Transport Circular 01/2006 Quiet Lanes and Home Zones (England) Regulations 2006. This legislation gives the Local Highway Authority the powers to make Use Orders and Speed Orders in respect of Home Zones. Should the developer be considering such an area, he or she may obtain design guidance on Home Zones from the Institute of Highway Incorporated Engineers which has published documentation on their web site and also from www.homezones.org.uk. Careful design is required to ensure that a Home Zone encourages greater use by people of the road space whilst ensuring their safety. Developers are expected to incorporate the use of service strips in the design of Home Zones in order to facilitate access to services and so reduce maintenance costs in future years. Should the introduction of a Home Zone be considered, early consultation with Sefton Council’s Highways Development Control Team and local residents is essential. Community involvement is a crucial ingredient in the successful introduction of Home Zone schemes, particularly within established residential areas.

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Chapter 3 Street Design Guide

The Historic Environment

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The Historic Environment

3.1

Introduction

People value Sefton Council’s historic environment as part of their cultural heritage. It gives meaning and distinctiveness to the diverse places within the Borough, reflecting how people have interacted with their local natural environment through times past, how they have used the raw materials available to them and how political, industrial and social changes have impacted on how people lived and worked. Each locality in Sefton has different features that give them their particular sense of place and which speak of their individual histories. Historic features are often regarded as attractive aspects of an area and can be a focus of local pride. Sefton Council’s heritage represents a finite resource and should be managed so that it can be used and enjoyed today, without compromising the ability of future generations to do the same.

3.2

What is the Historic Environment?

The historic environment is defined by Government in the National Planning Policy Framework (NPPF) as : “All aspects of the environment resulting from the interaction between people and places through time, including all surviving physical remains of past human activity, whether visible, buried or submerged and landscaped and planted or managed flora.” The individual elements that make up the historic environment are called ‘heritage assets.’ The NPPF defines a heritage asset as : “A building, monument, site, place, area or landscape positively identified as having a degree of significance meriting consideration in planning decisions. Heritage assets are the valued components of the historic environment.” Some heritage assets are highly significant and it would be unthinkable that any changes should occur at all. Other parts of the historic environment can be adapted and managed without harming their significance. To ensure that a proper level of care is taken towards managing individual elements, a range of formal designations and statutory controls apply. The formally designated parts of the historic environment are collectively called ‘designated heritage assets’. Designated heritage asset is defined in the glossary to the NPPF as : “A world heritage site, scheduled monument, listed building, protected wreck site, registered park and garden, registered battlefield or conservation area designated as such under the relevant legislation.” Designated heritage assets are particularly sensitive to changes. When proposals for development are being drawn up which either affect them directly, or impact on their settings, special consideration must be given to the requirement to maintain their particular value.

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There are also sites which may not be formally designated, but where the area or a feature is of heritage interest. In these cases the design of highway schemes affecting those non-designated heritage assets would still require careful consideration. For example this would usually include : • • • •

Sites adjacent to, or important to the context of a formally designated place Undesignated archaeological sites (can be treated as designated if its significance merits it) Areas with high townscape value Landscapes of historic interest

3.3

New Development Affecting Heritage Assets

Before designs are drawn up it is essential to first identify what heritage assets would be affected directly, or by way of development within its setting. Once identified, the nature of the particular heritage assets and their significance should be appropriately researched relative to the size and impact of the scheme. Checking the Historic Environment Record is a key step in this process. Independent expert advice and/or field research will be required in some cases. Once the significance of the heritage assets affected are understood, this information should inform the design of the scheme. In designing the new development the aim is to avoid harm to the significance of heritage assets. Incorporating local details means new development is likely to be more quickly accepted and appreciated by local people. Existing historic features should be retained or adapted where appropriate and utilised. In most instances, it is also essential to reinforce the character of the locality by repeating the aspects of the built form, layout, materials and details.

Pic 3.1 Lunt Village, conversion of tithebarn to residential Where new development is in the setting of a heritage asset the particular significance of the heritage asset and any links with the development site should be taken account of when designing any new layouts and/or highway installations as shown in Pic 3.1.

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3.4

Incorporating Local Character & Sustaining Local Distinctiveness

Ensuring that new development fits in with its surroundings is a key aspect of good design generally. The NPPF puts particular emphasis on the desirability of new developments reflecting local identity and sustaining and reinforcing local distinctiveness. Incorporating heritage assets is a key part of achieving this. Development of a heritage asset, or development affecting its setting would be expected to take account of its context and relate to the established built form. In the same way that the design of buildings needs to be sympathetic to local architectural styles, the layout of new development and design of footways, roads verges, boundary treatments etc. should be informed by the historic form of the area. Where there are heritage assets, whether designated or not, they should be retained and incorporated into the new development wherever possible, preferably in their original locations, where this is of significance. This retains the genuine historic interest of the area and sustains local distinctiveness. New development on previously undeveloped sites can provide opportunities to celebrate their origins. For example, the design of a layout can re-use the lines of old field boundaries and historic paths, routes and watercourses, to help establish road layouts. Although some features might be lost in the process, the retention of the patterns ensures a link to the place’s history.

3.5

Layouts and Street Patterns

In designing new road layouts and choosing the palette of materials for the floorscape, laying patterns and street furniture installations the impact on, and relationship to any affected heritage asset must be taken into account. The widths and characteristics of traditional road/pavement layouts vary across the Borough. Proposals for new road layouts and designs should be influenced by an understanding of the local development pattern. Features which contribute to defining the local development pattern include : • • • • • • •

Design differences between different roads in the hierarchy Width of roads and pavements Height of kerbs Curvature/straightness of routes Detail of junctions Positioning and design of street furniture including lighting Verges

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3.6

Materials and Details

The choices of streetscape materials and features should reflect local architectural character. Historic street features, where applicable, would normally be expected to be retained. A choice of historic street features found in Sefton are shown in Pic 3.2 and also include : • • • • • • • •

Cobbles and setts Natural stone kerbs (usually granite or sandstone) Natural yorkstone flags Natural yorkstone drainage gulleys Southport clay paviours Cast iron lighting columns Milestones Cast iron signposts and street names

Birkdale District Council Manhole cover

Southport Paviours

Yorkstone setts, drainage channels and kerbs, Bootle Pic 3.2 Materials Sefton Council can help identify streetscape features of value to the local area, advise on how to mitigate new development and help identify opportunities to better reveal the significance of heritage assets through new development. Where historic materials are unavoidably removed from a site, these should be stored pending reuse within the Borough. Details of storage areas will be confirmed by Sefton Council’s Highways Development Control Team. Where development affects a heritage asset, this does not establish a pre-requisite for, ‘period style’ street furniture - good quality modern designs may be suitable. However, the particular character of the heritage asset should be reinforced. In choosing a palette of materials for a scheme, the long term availability of materials for maintenance must be considered. Accessibility measures should be tailored to fit in with the character of the area. Non-standard solutions and materials are likely to be required.

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3.7

Signs and Road Markings

Highway treatments and traffic control measures can be detrimental to the visual character of heritage assets if inappropriately designed. In designing new highways, the requirements for signs and road markings should be taken into account and minimum permissible sizes should be used, unless defined safety needs indicate that this would be inappropriate. In designing new streets, signage or traffic control measures, care should be taken not to obscure views towards heritage assets. Opportunities to reduce street clutter should be taken. An audit of existing signs and lines should be carried out and removals made where signage is found to be redundant or unnecessary. Narrower width road markings and use of a limited palette of colours, which complement the specific character of the area, should be considered where the new development affects heritage assets.

3.8

Procedures

Where a site affects a heritage asset, the impact of this should be identified prior to submitting a planning application. Archaeological information including desk based assessments or field evaluations may be required. Application documents should demonstrate how the identified heritage has been taken into account in the design. Pre-application discussions are particularly recommended where heritage assets may be affected. Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team will liaise with the Authoritiesâ&#x20AC;&#x2122; Conservation Officer to address these matters. Proposals for large schemes may be submitted for design review by appropriate outside bodies.

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Chapter 4 Street Design Guide

Accessibility

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Accessibility

4.1

Introduction

In developing the pack, the needs of all people have been carefully considered. Designs that satisfy the requirements of disabled people also meet the needs of other people with impaired mobility such as people with small children or heavy shopping, those with mobility problems and many older people. In order to ensure that they meet their obligations under the Disability Discrimination Act (1995) (2005) and the Equality Act 2010 the developer is required to utilise the guidance provided by : • • •

The Merseyside Code of Practice on Access and Mobility Inclusive Streets: Design Principles for Blind and Partially Sighted People (Guide Dogs) Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure (Department for Transport)

Pic 4.1 Access and Mobility

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4.2

Design Considerations

The design of transport infrastructure must focus on meeting the needs of all disabled people including those with impaired vision or mobility and ensuring access for all. This necessitates the consideration of a wide range of issues including : • • • • • • • • •

The need to keep footways clear of obstacles Minimum footway widths and materials Installation and layout of tactile paving Installation of dropped kerbs Steps, ramps and handrails Disabled car parking Bus stops Pedestrian crossing points Signage

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Chapter 5 Street Design Guide

Pedestrian Movement

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Pedestrian Movement

5.1

Introduction

Walking is the most sustainable mode of travel and is the main form of transport for short journeys. The Government recognises the key role of pedestrians and their contribution towards the reduction of road congestion and associated harmful emissions. The need to provide for pedestrians and cyclists is emphasised in Government guidance within Local Transport Plans. The Government seeks to promote safer and easier access for people to jobs, public transport services, shopping and leisure facilities. This can be encouraged by adopting design measures that will provide safe (in terms of road and personal safety) and attractive access to such services. In the past, the importance of vehicular movement has tended to favour the motorist during street design stages and the importance and needs of pedestrians have been largely overlooked. It is important to move away from this mind-set and produce street designs that are inclusive for all. When preparing developments and planning applications, the developer must consider raising the importance of pedestrian and cycling access over vehicle users and ensure that the needs of less abled bodied people are accounted for. Street designs should incorporate pedestrian routes that allow unhindered access and movement as shown in Pic 5.1. Obstructions such as poorly placed street furniture, parked vehicles on the footway and unnecessary street clutter should be designed out. Pedestrian routes should be easily maintained/cleaned, convenient, have suitable width, gradients and surface quality with crossing points along desire lines. Routes should be convenient in that they cater for the need of the individual. For example, commuter pathways should be direct, fast routes, whereas shopping and leisure area routes should be attractive and have ease of access. Routes used by children should ideally be segregated from traffic and in all cases priority should be given over ease of traffic movement. Within the layout of developments, it should be considered as part of any design how best to reduce the possibility and fear of crime.

Pic 5.1 Pedestrian Footway

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5.2

Widths

Pedestrian routes are classified into footways and footpaths. A footway is a pedestrian right of way encompassed within a highway which also comprises a carriageway whilst a footpath is one outside of it. For design purposes, any reference made to footways can be regarded as applying also to footpaths. There is no maximum width for footways. Footway widths should be designed to reflect its pedestrian function. For example, it would be expected that widths adjacent to shops and schools where pedestrian volumes are expected to be relatively higher than normal, would be greater than in other areas. Ordinarily, a clear footway width of 2m shall be regarded as minimum under normal circumstances and shall be situated on each side of the carriageway. Where this is not possible due to existing physical site constraints within a localised area, a width of 1.8m is regarded as the minimum acceptable which would allow a wheelchair and pedestrian to pass comfortably. At obstacles, a clear width of 1m is the absolute minimum allowed and shall only be for short distances of no more than 6m in length. It is recommended that at bus stops without a shelter, the minimum width is 3m and with a shelter the width is 3.5m. In frontage areas of shops, widths of 3.5m to 4.5m are preferred.

Footway widths

Width

Comments

Minimum width

Normal conditions each side of the carriageway

Minimum acceptable width

1.8m

At localised areas

Absolute minimum width

At obstacles

Expected width at bus stops (1)

Without a shelter

Expected width at bus stops (2)

3.5m

With a shelter

Expected width outside schools

Consideration should be given to pedestrian usage

Preferred Shopping area widths

3.5m â&#x20AC;&#x201C; 4.5m

Consideration should be given to pedestrian usage

Table 5.1 Footway Widths

Where paths lead off from sections of footway, to aid wheelchair progress there should be a splay or rounded access. Widths relating to shared footways/cycleways are discussed within the cycling chapter.

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5.3

Vertical Clearance

It is important, especially to visually impaired persons, that there is adequate height clearance from overhead obstructions. It is expected that there shall be at least 2.7m (2.3m over a shorter distance) clearance from ground level to protruding structures such as windows, awnings and porches. Where road signs are placed within the footway, there should be a clearance to the underside of the sign of at least 2.1m and on cycleways/shared paths the minimum height clearance shall be 2.4m. Within areas of grassed verges where the sign is outside of pedestrian movement, the vertical clearance may be reduced to 1.5m provided that visibility is not affected. These heights refer to signs that are greater than 0.45m away from the edge of carriageway. Where signs project over a carriageway, a vertical clearance of at least 5.7m is required, in accordance with Design Manual for Roads and Bridges, Volume 6, Part 2 TD27/05. Where existing trees are overhanging a footway, it is recommended that they be cut to obtain a minimum clear height of 3m, which then gives an allowance for regrowth. Where new trees are planted a headroom clearance of 2.1m is allowed.

5.4

Gradients and Crossfalls

The quality of pedestrian movement can be affected by footway gradients. Both longitudinal and crossfall gradients should be suitable for able and disabled street users. Gradients should be designed to comply with the Equality Act 2010 and Disability Discrimination Act (1995)(2005). Should the developer believe that the recommended gradients within these publications are difficult to obtain, he must discuss the matter at the earliest opportunity with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team. The longitudinal gradient of footways (excluding crossing points) should normally not exceed 1 in 20 (5%). The crossfall gradient (excluding crossing points) is recommended to be 1 in 40 (2.5%). The maximum crossfall gradient shall not exceed 1 in 20 (5%) and the minimum shall be 1 in 50 (2%). Gradients of footways should be designed so that run off surface water does not enter into private land, nor should it run off from private land and enter onto the adopted highway.

5.5

Steps, Handrails and Ramps

It is recommended that the Merseyside Code of Practice on Access and Mobility and the DfTâ&#x20AC;&#x2122;s Inclusive Mobility are consulted for design criteria on external steps, handrails and ramps. To ensure that steps are comfortable to use, they should be even with constant rises and tread depths. It is recommended that there be no less than 3 steps in a flight and because long flights can cause problems for those with walking difficulties, there should be no more than 12 risers in a flight before a resting place of no less than 1.2m and preferably 1.8m is provided. The recommended rise for steps is 0.13-0.15m. The absolute minimum shall be 0.1m and the maximum rise shall be 0.17m. Treads should be constant and between 0.25-0.3m, with the top and bottom treads of each flight being easily distinguished and marked with non slip edging at the head of each flight. The step noses of each tread should be highlighted. Corduroy warning tactile surface paving should be provided at the top and bottom landing of external steps. Where appropriate, consideration should be given to providing equal numbers of steps with constant rise and tread between each landing area.

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The dimensions for the product of the tread plus twice the riser should be between 0.55-0.6m. Handrails are to be provided where steps are present and the top of the handrail should be between 0.9m above the pitch line of the flight of steps and 1m above the surface of a landing. Handrails should be round in section with a diameter of 45-50mm. They should be a minimum of 50mm from the side wall and should be on each side of the flight, a minimum of 1m and a maximum of 1.8m apart. They should be smooth and continuous, terminating between 0.3-0.45m beyond the top and bottom of the steps with a closed end. Where gradients do not make a level approach practicable, a very gentle gradient of less than 1 in 20 may be provided. However any gradient greater than 1 in 20 is described within the Merseyside Code of Practice and Inclusive Mobility as a ramp and as such, will require handrails. Where the change in level is no more than 0.2m, a ramp as an alternative to steps may be installed. External ramps should be as gentle as possible to allow convenient use by both wheelchair users and people with walking difficulties. The length of ramp between a landing should be no more than 10m for a ramp gradient of between 1 in 15 and 1 in 20, the preferred gradient being 1 in 20 (5%). For a slope of between 1 in 12 and 1in 15, the length of ramp should be no more than 5m between landings. The landing length between ramps should be at least 1.8m. Handrails for ramps should be at two levels with the top of the upper handrail being 0.9m above the ramp surface and 1m above the landing. The top of the lower handrail should be 0.65m above the ramp surface and 0.75m above the landing. The rails will extend 0.45m beyond the top and bottom of the ramp with closed ends.

5.6

Guardrail

Guardrails tend to have been used previously in designs where there has been a perceived risk of pedestrians and cyclists crossing the road in areas other than provided crossing points. This has led to large sections of railings being installed that give an unsightly appearance of street clutter, thus detracting from any openness and attractiveness of an area. Railings can give pedestrians a false sense of security and may cause users to walk further away from their desired route and also can cause a feeling of restraint. MfS encourages open areas within developments and therefore, it is expected that before guard railing is considered, measures such as reducing traffic volumes and speeds, introducing better crossing facilities and footway widening should be considered. There should be an initial presumption that guard railing is not required and should only be considered when no other solutions are suitable in areas of significant safety problems.

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5.7

Pedestrian Crossing Points

Pic 5.2 Pedestrian Crossing Point

Pedestrian crossing points appropriate to the condition of the site should be provided at all junctions within a development. For roads where the volume of traffic is low, it is expected that pedestrian crossing areas will be in the form of uncontrolled tactile crossing points with dropped kerbs. In other areas where volume of traffic is greater, there may be a requirement to provide controlled crossing points such as a Zebra, Puffin or Toucan crossing type arrangement. Should a Zebra crossing be considered, Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team should be consulted for advice at an early stage. Reference when considering crossing points should be made to the best practice contained within the DfTâ&#x20AC;&#x2122;s LTN 2/95 The Design of Pedestrian Crossings. Crossing points should be placed along pedestrian desire lines to encourage use. It is important that pedestrians can see and be seen by approaching traffic and therefore, appropriate visibility sightlines unaffected by street furniture should be provided. There should be no potential conflicts.

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Pic 5.3 Central Reservation Should central reservations be provided, they should have an absolute minimum width of 1.2m. The preferred crossing width for pedestrians is 2m and for those to be used by cyclists 3-4m.

Pic 5.4 Pedestrian Crossing

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Chapter 6 Street Design Guide

Cycling

Sefton Council Developers Pack June 2013 - Revision 01

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Cycling

6.1

Introduction

It is recognised that cycling produces many benefits to both the user and the local environment. Cycling not only improves the personal health of the individual, but also helps in reducing road congestion and vehicle emissions, thus directly contributing to the improvement of the surrounding air quality. Cycling is therefore, an important part of Sefton Council’s transport strategy. Cycling is recognised within The NPPF (2012), Merseyside Cycling Strategy (Local Authorities) and Ensuring Choice of Travel (Sefton Council’s Supplementary Planning Document) as an important form of sustainable transport. With the benefits to health and the advantages it brings in improving accessibility to all areas, cycling should be integral within any development design. It would be of benefit to any developer that early reference be made to the various documents mentioned above, to ensure that cycling is encouraged within the developer’s travel plan. Submitted proposals are expected to demonstrate that all aspects of cycling, from safe cycle route design through to secure cycle storage have been considered and it is expected that Sefton Council’s Highways Development Control Team are involved in the early design process of any new development.

6.2

Design Guidance for Cycle Routes (On-Road)

There are numerous cycle guidance documents that are available to aid the developer and a useful starting point is MfS and the website of the sustainable transport charity, Sustrans. For more detailed aspects of cycling design, it is expected that reference is made to the DfT’s Local Transport Note 02/08 – Cycle Infrastructure Design and TA90/05 (DMRB) Geometric Design of Pedestrian, Cycle, and Equestrian Routes’. By referencing these documents, any developer will have shown his commitment to the provision of cycling infrastructure within the new development. Within residential developments and other urban areas, the preferred design approach will be to provide on road routes that are convenient, easily accessed, safe and comfortable to ride. Routes to destinations are expected to be well signed with good access being provided to key destinations such as public transport locations, schools and shopping areas. Any new cycle route should aim to link up with the surrounding Sefton strategic cycling network. Sefton Council’s Highways Development Control Team will give advice to the developer and is able to provide contacts for local user groups to aid the developer in choosing the most suitable routes. Different categories of cyclists will each have varied on-road experience. While the more experienced commuter/utility cyclist is expected to be confident when travelling on a direct route in traffic, there may be other less experienced users such as leisure cyclists and children who would be willing to sacrifice directness for longer routes if it meant less traffic. These less direct routes may involve the provision of off-road cycle routes. In either case, consideration should be given to reducing traffic volumes and/or traffic speeds and where appropriate, traffic calming. Table 1.3 within the DfT’s Local Transport Note 2/08 Cycle Infrastructure Design gives an approximate guide to the type of provision expected for a cyclist under given traffic flows. However, the final type of route will also be decided by local conditions. If it is considered that local conditions require the introduction of a cycle lane, Sefton Council’s Highways Development Control Team will advise the developer as to whether or not the route should be made mandatory or advisory.

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Cycle lane widths should ensure comfort and reassurance for the cyclist and provide sufficient space between themselves and overtaking vehicles. Lanes should be 2m wide on roads with a 40mph limit. A minimum width of 1.5m applies to roads with a 30mph limit and a width of 1.2m where there is a speed limit of 20mph. Cycle routes will normally not require coloured surfacing and it is considered that where cycle lanes are proposed, standard white lining will be sufficient. It is expected however, that coloured areas may be required within areas such as advanced stop lines (ASL’s). ASLs are cycle reservoirs at signalised junctions to assist cyclists/vehicle separation. They should be at least 4m deep but must not exceed 5m. All ASLs must have a lead in cycle lane. For advisory lanes, this must be no less than 1.2m wide and should extend as long as the peak time traffic queues, but must be no less than 4.5m in length. All cycle markings and signs should comply with the Traffic Signs Regulations and General Directions 2002 (TSRGD). For detailed guidance on the use of signs most relevant to cycling and for examples of cycle specific signing layouts, refer to Chapter 3 of the Traffic Signs Manual, Section 17 (2008). In historic environments, careful consideration needs to be given to the design and siting of cycling signs, symbols and other such markings to ensure that there are no undue visual impacts upon these sensitive environments. It is expected that potential street clutter be reduced to a minimum, by the use for example of shared poles. All proposed signage and symbols are to be forwarded at an early stage to Sefton Council’s Highways Development Control Team. All aspects of the developer’s cycle design will be checked as part of the Road Safety Audit to ensure that all safety issues have been adequately addressed. Cycle routes and the alignment of lanes at roundabouts must be considered carefully. ‘Continental style’ roundabouts should be considered as they provide a more suitable environment for cyclists. This type of roundabout is designed to reduce traffic speeds whilst making cyclists more visible to vehicular traffic.

6.3

Design Guidance for Cycle Routes (Off-road)

Off-road cycle routes will usually accommodate other users and vary considerably in scope, such as shared use tracks alongside an urban road or tracks through parks and open spaces. The overall design of a route will depend on how it is to be used, i.e. for commuter cyclists or as a leisure route. For more detailed information of cycling route design, it is expected that reference is made to the DfT’s Local Transport Note 02/08 – Cycle Infrastructure Design, TA90/05 (DMRB) Geometric Design of Pedestrian, Cycle and Equestrian Routes and Sustrans National Cycle Network Guidelines and Practical Details. Should off-road routes be considered for leisure cyclists and children, the provision of sufficiently well designed tracks that can connect areas by the utilisation for example of cul-de-sacs, is beneficial. With alignments being away from roads, it is important that any route will still remain under natural observation, thus giving the perception of being safe. A route isolated from the road network but passing housing, can be simply placed under natural surveillance by removing or reducing the height of any boundary fencing that may be present. Road side routes, which are frequently interrupted by side roads and private accesses, are the least desirable option and it is preferred to cater for urban cyclists within the road network. The continuity of cycle tracks is a major consideration for their suitability and must be kept to a minimum. Entry treatments to enable continuous routes should be provided where the track crosses a side road. Where a segregated cycle track is to run adjacent to the road, it should run between the carriageway and the footway provision and should be marked in accordance with the Traffic Signs Regulations and General Directions 2002 (TSRGD).

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Pic 6.1 Off-road Cycle Route For roadside shared use or segregated routes, street furniture must be positioned to ensure the safety of the user is not adversely affected. If barriers and bollards are required within or adjacent to the route, they must be highlighted with the use of reflective material or high visibility paint. If the development is in a sensitive location, contrasting paint should be considered. The type of route surface will depend upon its location and the intended user. For leisure routes located away from the highway it is not always necessary to provide a bound surface material. Sefton Council’s Highways Development Control Team can provide advice as to which materials are acceptable. The use of access controls are inconvenient to regular users and may cause difficulty for certain types of cycles, wheelchairs and prams. There should a presumption against the use of access controls and advice will be given by Sefton Council’s Highways Development Control Team when barriers will be necessary. Bollards are the preferred form of access control, but consideration must be given to sight lines and visibility.

6.4

Cycle Visibility

Forward horizontal and vertical visibility along a cycle route is not normally an issue for on road cycle routes, but the developer is expected to have checked the minimum stopping sight distances (SSD), found within TA90/05 (DMRB) The Geometric Design of Pedestrian, Cycle, and Equestrian Routes (DfT and forward vertical alignments in accordance with the TD9 (DMRB 6.1.1) Highway Link Design. For cycle users approaching crossings and junctions where they are required to give way to oncoming traffic, visibility splays should be provided with ‘x’ and ‘y’ distances as shown in TD9 (DMRB 6.1.1) Highway Link Design. Trees, shrubs or street furniture should not be placed within the area of the cyclist’s sight line on any junction approach. Where existing trees within a new development are required to remain in place, proposed alignment of routes should be designed to ensure sight lines are not compromised.

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6.5

Cycle Alignment

It is expected that all cycle routes should be comfortable for the user. A continuous route without sharp deviations, obstacles or height restrictions that allows the cyclist to progress without having to continually dismount is a well designed route. Should deviations be unavoidable, it is recommended that changes to horizontal alignments are in the form of circular curves that are appropriate with the expected speed of the user. Cycle routes within historic environments areas should be in keeping with the surrounding street layout and context; in these areas, early discussion with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team for alignment approval is required. On road cycle routes, the introduction of pedestrian refuges and traffic islands can create hazardous pinch points for any cyclist and should be discouraged. Should these features need to be installed within any development, it is expected that a means of circumventing the potential hazard is provided in the form of a cycle bypass, of minimum width 1.2m and minimum radius of 4m with the exit back into the carriageway being unobstructed. Should a bypass not be feasible, then TAL 15/99 Cyclists at Roadworks (DETR 1999) advises that gaps between the refuge and kerb line of between 2.75m and 3.25m is avoided.

6.6

Cycle Parking

Pic 6.2 Cycle Parking Cycling is encouraged as a sustainable form of transport and it is important to provide adequate cycle parking facilities, with consideration given to providing sufficient spaces in convenient locations.

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Cycle parking Standards for various developments is contained within Sefton Council’s Unitary Development Plan (UDP) Policy AD2. For example, it is expected that for ‘C3 residential dwelling houses’, the number of cycle spaces will conform to Table 6.1.

Vehicle Type

Standard

Cycles

Houses – No minimum Flats – 1 secure space for every flat, 1 visitor space per 10 units Sheltered Housing – 1 secure staff cycle space per 10 units, plus cycle parking for visitors Table 6.1 Cycle Parking Standards

Although there is no minimum standard for houses, it is good practice for developers to provide 1 space for every bedroom, with storage being within garages or secure outhouses. For flats, cycle areas should be provided within the building. If this is not feasible, there should be secure outside undercover areas provided, with natural surveillance close to the main entrance. Consideration needs to be given to the siting and design of outside cycle storage areas, particularly in sensitive locations such as historic environments. In keeping with any other proposals within historic environments, early discussion with Sefton Council’s Highways Development Control Team is required. For cycling parking for visitors, the ‘Sheffield’ design is a common solution, which allows the bicycle frame and wheels to be easily locked to the frame. This type of design is expected at most locations. However, in historic environments, the developer will be required to discuss designs, materials and colours before any cycle parking design will be approved. These installations need to be designed with due consideration to the needs of visually impaired people. Cycle stands should be fitted with tapping boards to assist people with visual impairments. The ends of cycle stands should allow plenty of room for manoeuvring and they should be at least 0.6m from any wall or kerb if parked at an angle. If placed parallel to a wall, the stand should be at least 0.9m away to allow parking either side or 0.3m if parking on only one side is to be provided. The spacing between each stand when in rows should be at least 1m. For ease of cycle positioning, a bike length of clear space to any obstacle should be allowed.

6.7

Cycle Routes at Bridges

Where cycle routes cross bridges, ramped accesses are preferred and such ramps should not have a gradient in excess of 1:20. Steep gradients may require separate pedestrian and cyclist facilities and disabled user access must be accommodated. If a ramped access cannot be achieved, wheeling ramps alongside the steps must be provided. The gradient of the steps should not be greater than 26.5°, to ensure that users can push the cycle up the ramp allowing the front chain ring to clear the top step.

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6.8

Existing Routes

Should an existing cycle route pass through an area of proposed development, account details must be taken as to how the route is affected. It should be remembered that Planning permission does not give a developer the authority to alter, remove or obstruct an existing cycle route. Therefore, should it be considered that there may be a conflict between development proposals and an existing cycle route, in order to avoid delays or difficulties in developing the land, the developer must contact Sefton Council’s Highways Development Control Team at an early stage.

Pic 6.3 New Cycle Route Existing routes can be diverted or ‘stopped-up’ to enable a development to take place and will usually require a Legal Order. No development works may be undertaken that affect the route until the appropriate Order is in place. Implementing such Orders can take several months and as a result it is advisable that contact be made with Sefton Council’s Highways Development Control Team to discuss the issue prior to the submission of any planning application. Any proposed development must ensure that there is provision for safe cycling facilities within the site but may also be required to improve existing routes or facilities that serve the site.

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Chapter 7 Street Design Guide

Public Transport

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Public Transport

7.1

Introduction

The NPPF, produced by the Department for Communities and Local Government (DCLG) seeks to integrate planning and transport at national and local levels with the aim of promoting sustainable transport choices. Sefton Council encourages greater use of public transport and works in partnership with other Merseyside Local Authorities and Merseytravel in producing the Merseyside Local Transport Plan. Merseytravel co-ordinates public transport on Merseyside and works with the various Authorities to plan and deliver public transport improvements across the region. Merseytravel in partnership with private bus and rail operators, provide public transport services within Merseyside. As a result of the Merseytravel partnership and in conjunction with Government policies, Sefton Council has produced The Supplementary Planning Document ‘Ensuring Choice of Travel’, promoting access for all modes to all new developments by public transport. For the developer, it is recommended that the Merseyside Code of Practice on Access and Mobility (Sefton Council) and Planning for Public Transport in Developments (Chartered Institute of Highways and Transportation - 1999) is referenced early on within any design. These publications give designers advice on the layout of routes and bus infrastructure i.e. bus stops/boarders.

7.2

Design Considerations

Early discussion with Sefton Council’s Highways Development Control Team and Merseytravel are essential to ensure that high quality public transport routes serve the new development. Information should be sought regarding the existing bus services in the area and those proposed for the development. In addition, the type of bus/rail infrastructure such as shelter type, boarding area type, accessibility to the bus/rail stop location and requirement for Traffic Regulation Orders (TROs) should be discussed. Any new development should ensure that access routes to bus stops and railway stations are convenient, adequately signed, well lit, are safe and cater for pedestrians of all abilities. Bus routes through a development should be direct and should not involve backtracking along the route. Boarding locations should be sited to encourage maximum use of the service. Bus stops within the route are expected to be along pedestrian desire lines. Sefton Council’s UDP Policy AD1 identifies that the preferred distance from any new development to a bus stop or bus interchange is 200m and 400m to a rail interchange. The minimum preferred width of the footway at bus stops without a shelter is expected to be 3m. The preferred width at bus stops with a shelter is 3.5m. These stops will include bus stop information ‘flags’ that can be cantilevered from single poles or from lamp columns with the base of the flag being at least 2.5m from the ground. Where possible, seats should be provided at all stops. Should the development be on the opposite side to a bus stop or rail station, a safe and convenient means of crossing the road should be provided by the developer.

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Pic 7.1 Bus Stop

Pic 7.2 Bus Stop in new development

Bus stop design should ensure that manoeuvres for access and egress can be made safely and efficiently with visibility around the stop being an important consideration. Stops should not be located within sight lines from surrounding junctions and should bus stops be provided close to each other but on opposite sides of the road, then the bus stops are to be staggered with a minimum of 40m distance between them. Road widths within a development that are used to carry buses should be at least 7m in width. Bus priority measures such as bus-lanes should, where appropriate, be used to aid bus movement. Bus stop designs and layouts are shown within Merseytravel’s standard details and are contained within the Design and Construction guidance section of this document. It is recommended that these are referenced early within the design. Sefton Council’s UDP Policy AD2 identifies that a new development must ensure ‘a choice of travel’ for everyone, including public transport users. Should a new development be expected to create an additional demand for public transport, then the developer is required to provide for the introduction of improved public transport facilities and services at an appropriate level to meet that demand. This will require a proportional financial contribution to be made by the developer to fund the delivery of these improvements via the appropriate mechanism. Such public transport improvements will be identified as planning conditions to be met as part of the planning approval process.

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Chapter 8 Street Design Guide

Public Rights of Way

Sefton Council Developers Pack June 2013 - Revision 01

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Public Rights of Way

8.1

Introduction

Public Rights of Way (PROW) are a significant part of the highway network. They offer a functional and sustainable means of access to local amenities, shops, schools, leisure centres etc. and also for recreation by linking the urban area to the local countryside. PROW play a vital role in improving the personal health of the individual, but also helps in reducing road congestion and vehicle emissions. Some have historic beginnings and can be centuries old.

Pic 8.1 Public Right of Way PROWS are an important part of developing an environment that reduces the need for the car and are fundamental in providing a more sustainable transport system. Walking and cycling is recognised within the NPPF (Department for Communities and Local Government March 2012), Merseyside Cycling Strategy (Local Authorities) and Ensuring Choice of Travel (Sefton Council’s Supplementary Planning Document) as important forms of sustainable transport. Policy T2 in Sefton’s UDP strongly supports the PROW network in Sefton. The PROW network can form an integral part of any development however; historically they were often not appreciated in the development process. This gave rise to a whole range of problems later on in the process, including the blighting of properties on completion. This document aims to rectify this problem. PROWS are recorded on the Definitive Map and Statement of Public Rights of Way, which is a legal document. In Sefton Council it records footpaths, bridleways and byways. Footpaths are for use on foot only; bridleways for use on foot, cycle and horses and byways for use on foot, cycle, horse and vehicles. These records are managed by Sefton Council’s Highways Development Control Team and can be viewed by appointment. It is vital that any developer makes early reference to the documents mentioned above, particularly the Definitive Map and Statement and Defra’s Rights of Way Circular (1/09) for guidance. This will ensure that accounts of PROW are fully included within the developer’s proposals and the effect on any existing ways taken into consideration. Sefton Council’s Highways Development Control Team will be pleased to offer advice at an early stage of the design process of any new development.

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8.2

Design Guidance for Public Rights of Way

PROW on new development sites should be designed to meet their intended use, provide direct, secure and visually attractive routes that are in keeping with the locality and minimise risk of crime and misuse. New PROW must be properly considered at the design stage and for existing routes, wherever possible, be preserved on an enhanced existing alignment, particularly if the route is a heritage asset. However, accommodation of existing PROW into a development layout must not result in those routes becoming enclosed alleyway paths. New buildings should be designed accordingly to provide natural surveillance of the PROW. Narrow paths running between houses and enclosed e.g. by close boarded fences over 1m high are not desirable. These paths are not easily overlooked and therefore, can be perceived as a haven for anti-social behaviour and possible criminal activities. Acute changes in direction of paths should also be avoided so that no blind spots are created. PROW should be seen as a positive benefit to development schemes and wherever possible, should be fronted by attractive verge planting and in urban areas, by dwellings or commercial frontages, so as to encourage natural surveillance. In urban situations which are already well lit, there may be a case for lighting PROW. In urban areas, new paths or paths whose use is likely to be significantly increased as a result of a development, should be brought up to adoptable standards by the developer, unless there is a case or specific reason why this would not be appropriate. Compacted aggregate surfacing options may be acceptable for new paths or existing paths whose use is likely to be significantly increased in rural or open green space within urban areas. However, sealed paths would be expected in the built up urban area. For bridleways, the surfacing requirements will differ where it is expected that the route will be used by horses. Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team can provide advice as to which materials are acceptable. Public footpaths should be a minimum width of 2m, bridleways a minimum width of 3m and byways 3.5m. Paths should have a longitudinal gradient not steeper than 1 in 20 and cross gradient not steeper than 1 in 20 in urban areas or 1 in 40 in rural areas. Steps should be avoided. Barriers may be installed on PROW. They can serve two functions, as safety barriers and access controls. Safety barriers are designed to prevent children and where appropriate cyclists and horse riders from joining a road from a path without looking. Access control barriers prevent access by unauthorised motorcycles and other motorised vehicles. Both types of barriers should be designed to accommodate use by parents with pushchairs and by people with disabilities. It is important that the need for barriers is considered at the outset. Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team can advise of circumstances where barriers will be required and can provide advice on their design. Barriers should not be erected without prior discussion. Barriers on the highway need to be licensed, as they may be classified as obstructions unless the Highway Authority has approved them. The licence would clarify the liabilities held by the applicant and the requirements of the Highway Authority. There is a cost associated with issuing such a licence, which must be met by the developer. The design, layout and construction of new PROW must take account of sensitive locations such as the historic environment.

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8.3

Impact of Development on PROW Outside the Site

Pic 8.2 Adjoining PROW New developments can lead to significant additional use of PROW. This additional use can cause problems if the path hasnâ&#x20AC;&#x2122;t historically carried large volumes of people. For instance, what was once an unsealed recreational path may, after the construction of a new housing development, be used by much larger numbers of people walking to local services. In such cases consideration must be given to the impact of the development and whether these paths require upgrading to accommodate the additional use. The extent of improvements required will depend upon the level of use and the location of the development. Where improvement is required, financial contributions to deliver these will be sought from the developer. Any contributions to upgrade a PROW would only be sought from the developer where it is known that the upgrade is achievable and where the third party owner(s) are in full agreement.

8.4

Impact of Development on PROW Inside the Site

It is crucial that PROW are considered from the very start of any proposed development. If this is overlooked, then issues can result in significant delays. Legal powers do exist to demolish buildings that obstruct PROW. Prior to the submission of a planning application, it is essential that the developer asks to view the Definitive Map and Statement and request advice from Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team. There may for example, be claimed paths not marked on the map that could affect the development site.

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For developments that may not require planning permission, it is equally essential that the Definitive Map and Statement is viewed prior to commencement. Many problems have arisen in the past by developments being constructed across the routes of PROW because the Definitive Map was not considered. It is essential that consultation with Sefton Council’s Highways Development Control Team occurs at the earliest opportunity so that the effect on any PROW can be established from the outset. It is preferable that PROW are left on their current alignment and incorporated into the development as a positive feature. Diversion or stopping up should only be considered where required, to produce a satisfactory layout for the development. Where the alignment of a PROW is to be altered, a Legal Order is required. Such Orders can take some time to process and therefore, applications for an Order should be submitted as early as possible. Any delay could have a significant impact on the completion of the development. It is important to understand that planning permission does not give the applicant the authority to undertake any works that may interfere, obstruct or divert any highway including a PROW. Authority for this can only be granted by Order from the Planning Authority, the Highway Authority or Secretary of State. The developer will be liable to cover the costs of any required Order. These costs can vary and is dependant on whether the Order is objected to during its public consultation. If an Order is objected to, the Highway Authority no longer has the power to confirm it and it has to be referred to the Secretary of State or the Magistrate, depending on the type of the Order. Prior to confirmation of the Order, the affected PROW must be unaltered and kept open for public use. If an existing path is to be permanently retained, it may be disturbed while the development takes place. For instance, it may not be possible to safely keep the path open during building works. If so, a temporary closure or diversion will be required for the duration of the works. To facilitate this, a temporary Traffic Regulation Order (TRO) is necessary and it must be in place prior to the path being affected by the development. Processing a temporary TRO can take up to ten weeks and can only be in place for a maximum period of six months. Therefore, it is advised that the developer contacts Sefton Council’s Highways Development Control Team prior to commencement of the development for advice. The cost of processing temporary TRO’s can vary. These costs cover the Highway Authority staff time and advertising costs. The type of Order and the length of time for which it will be required, can affect the cost. Any path temporarily closed or diverted must be fully reinstated to the satisfaction of the Highway Authority when reopened.

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Chapter 9 Street Design Guide

Trees and Planting

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Trees and Planting

9.1

Introduction

MfS encourages the incorporation of street planting within the urban environment. The introduction of a well thought out landscaping design on private and highway land, with suitable areas set aside for planting adds value to any street scene. Trees and soft planting have been shown to play an important part in enhancing the character of any urban environment. A poor quality environment can create feelings of alienation, whereas a good quality area will return the street back to the pedestrian and can provide a sense of shared ownership, responsibility and pride. Street tree planting has been shown to contribute to a variety of positive factors in the urban environment. This improves air quality by acting as natural air filters thus removing dust, smoke and fumes from the atmosphere by trapping them on their leaves, branches and trunks. Trees can be an effective sound barrier to limit noise pollution and tree planting has been shown to contribute to the local economy by helping investment and even improving property value.

Pic 9.1 Trees on the highway Many problems associated with trees can be avoided by careful design of planting schemes. The aim is to get the right tree in the right place so that urban trees are in harmony with the built environment and the community.

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9.2

Landscaping Design Considerations

Consideration of landscaping in the initial stages of the design will not only soften and enhance the visual appearance of the development. It can slow the rate at which rainfall enters the drainage system, improve wildlife habitats and create buffer and security zones for the safety of the user The developer must be aware of Sefton Council’s UDP Policy DQ3, Green Space, Trees and Development (Supplementary Planning Document) which ‘sets out detailed guidance for developers to provide or enhance green spaces and plant trees in association with their development proposals’. It is important that the developer consults Sefton Council’s Highways Development Control Team in the initial stages of any design to obtain advice and to discuss any existing regulations, requirements or existing Tree Preservation Orders that may affect the scheme. Proposed developments and landscaping schemes should give due consideration to the preservation and retention of any existing trees within its design. Liaison with Sefton Council’s Highways Development Control Team should be carried out at an early stage to discuss the suitability and condition of trees and any restrictions that may be imposed upon the site development. Detailed guidance on the protection of trees during a development is given in BS 5837: 2005 - Trees in relation to Construction. A qualified arboriculturist should be consulted for professional advice on all landscaping matters relating to trees within a new development. Planting schemes are to be in keeping with the existing surrounding environment. Consideration should be given to the impact of any landscaping scheme on neighbouring structures, footway/carriageway construction, drainage runs and underground services. Species of trees should be chosen so that their root patterns do not cause future damage to surrounding structures. The developer should consult Sefton Council’s Highways Development Control Team early on in the landscaping design. However, soft landscaping will not be considered for adoption by Sefton Council. It is expected that all tree planting within the adopted public highway shall be carried out on behalf of the developer by Sefton Council’s Landscape Services at a sum to be agreed. If the developer selects to undertake the tree planting within the proposed adopted highway themselves, all design detail should be approved by Sefton Council’s Highways Development Control Team and all work undertaken on site will be supervised by Sefton Council at a cost to the developer in the form of a commuted sum. This document outlines a minimum standard that should be followed should planting take place. Trees planted within the highway boundary will be considered for adoption by Sefton Council. In such cases, a commuted sum payment (as part of the legal agreement within the provisions of the Highways Act 1980) will be required to cover the cost of future maintenance. Designs which allow the self watering of trees and shrubs from SuDS runoff will be encouraged and should be discussed with Sefton Council’s Highways Development Control Team at an early stage.

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9.3

Tree Planting (positioning of trees on the highway)

Pic 9.2 Trees on the Highway Trees should be planted with space to mature and appropriate positioning of tree planting relies on taking account of a combination of factors such as species, lifespan of tree and the surrounding built environment. Trees are to be planted outside of the visibility sight lines at both junctions and private vehicle crossings. Formative pruning should take place wherever needed to young trees to ensure a healthy crown and that the highway is clear. All pruning should comply with BS: 3998 Tree Work Recommendations. It is recommended that there is a 2.1m headroom clearance for new trees planted within the adopted highway. Where constructing new pavements that are to accommodate tree planting, allowance is to be made for future growth, with any future trunk growth to be at least 0.45m away from the carriageway edge. The distance from the back edge of the tree pit to the rear of the footway should not be less than 1.5m and any excavation should be at least 0.5m away from the back of carriageway kerbing.

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9.4

Construction of Tree Pits

Tree pits should be constructed as large as possible. Within the adopted highway the tree pit incorporating a single young tree shall have a minimum size of 1m x 1m x 0.6m depth and should incorporate a suitable irrigation pipe. However, different dimensions of tree pit, where space is limited will be considered at the design stage in consultation with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team. To aid growth it is preferred to have increased soil mass under the footway equivalent to that of three tree pits adjacent to each other. Likewise, if there is room for a larger tree pit to be created, this would be encouraged.

Pic 9.3 Tree pit Consideration should be given to the construction of structures close to existing trees and newly planted trees. Structures should be built mindful of the existence of tree roots either present or the potential to be present in the future. Root damage can be mitigated by careful species selection, good quality pit creation and tree stock and ensuring trees are planted to the correct depth. Root barriers are not something which is recommended as standard when constructing tree pits, as this can often lead to poor root establishment and lead to root encroachment elsewhere in the footway. Services are in general found deeper than a treeâ&#x20AC;&#x2122;s root plate and may be deeper than a newly constructed tree pit. Tree roots are commonly found in the first metre of ground and therefore, they tend not to interfere with existing services. If tree planting is to take place near any existing drainage, this should be checked to ensure it is completely sealed with no leaks present.

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Any excavation in the vicinity of underground apparatus shall be in full compliance with Statutory Undertaker’s requirements. Where there is construction of a new carriageway, tree planting should be placed in the ‘planting zone’ away from the service strip. Where underground apparatus has been identified, the developer is to contact the appropriate utility company to establish the position and depth of the apparatus. All individual tree pits created on hard surfaces should be back filled (level to the footway) with quality top soil as a minimum standard. The source and quality of top soil should be listed at the design stage and will be approved by Sefton Council’s Highways Development Control Team. Where space is limited and pedestrians are present the surface of the tree pit should be in-filled with a suitable surface. This surface should be permeable and cause no damage to the tree as it grows. This should be agreed in conjunction with Sefton Council’s Highways Development Control Team and its use will ensure that pedestrian widths are maintained and potential tripping hazards are removed.

9.5

Species Choice

Care should be taken to ensure appropriate species choice is made with regards to all tree planting within a development. Where planting is taking place in public areas within a development, a species proposal should be offered at the design stage for approval by Sefton Council’s Highways Development Control Team. Care should be taken to ensure appropriate tree species are selected for their location. Items to consider are the size of the tree in maturity compared with the size available at the proposed location, the form of the tree throughout its life span, the surface the tree will be planted in (hard pavement or grassed verge), whether the tree bears fruit and any structural considerations with regards to the tree. This will minimise future maintenance costs.

9.6

Aftercare and Young Tree Maintenance

The first few years after a tree has been planted are crucial to its establishment. It is imperative that there is a maintenance regime in place to ensure that newly planted trees establish well and all new planting should have an appropriate maintenance plan in place.

9.7

Other Planting

For ease of maintenance, planted areas are recommended to be at least 2m in width and grassed verges are to be recommended to be at least 1m in width, have constant gradients without undulation and be flush with the abutting footway to aid access by cutting machines. Shrubs may be planted within junction approach sight lines on condition that their maximum growing height will not exceed 0.6m. It is essential that any design considers community safety and security requirements as an integral part of a development and it is recognised that landscaping can play an important part in crime prevention. It is recommended that ‘Secure by Design’ produced by the Association of Chief Police Officers be referred to early in any scheme. Care must be taken not to design secluded places with little natural surveillance that could provide opportunities for crime. The positioning of planting that could provide covered places out of sight from the public should be designed out of any scheme.

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To assist crime prevention, planting of hedges immediately abutting a footway (but outside adoptable highway limits) should be avoided because future growth is likely to encroach onto the path producing pinch points. Plants should be low at the front of any verge with taller varieties and trees to the rear. Consideration must be given, when selecting a shrub/tree, to the mature size, spread and height in relation to adjacent structures present or proposed of each species. To prevent the masking of natural surveillance, foliage should not be lower than 2m for trees that are planted outside adoptable highway limits.

Pic 9.4 Shrubbery

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Chapter 10 Street Design Guide

Street Furniture

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10.

Street Furniture

10.1

Introduction

Street furniture can be considered to be any item that is not integral to the construction of the footway or carriageway but is placed within these areas. Such items would be considered to be traffic signs, poles, street lighting, nameplates, guardrails, seats, litter bins, cycle stands, bollards and planters. Consideration to the placement of street furniture can enhance an area and contribute to the sense of place, but uncoordinated placement will detract from its character. To ensure that placement of street furniture is not detrimental to an area, it should be integral within any design and therefore, be considered early within any design process. Manual for Streets gives guidance on a number of key principles with respect to street furniture : •

•

• • •

Any design should start from a position of no street furniture and only where they have a function should it be introduced Street designs should be obvious to the user and therefore, require minimal explanation from the use of signs Excessive use of street furniture should be avoided Pedestrian routes should be clear at all times New street furniture should be well designed, robust yet sympathetic to the area in which it is placed

By following these key principles, street furniture will be managed in a more sensitive way and will allow the character of an area to be appreciated rather than produce a street scene full of clutter.

Pic 10.1 Typical Street Furniture

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10.2

Design Considerations

Street clutter can be reduced by mounting signs on existing columns and poles or grouping them together where appropriate. They should be contained within the adopted highway but outside of pedestrian desire lines. All street furniture should be robust, resistant to vandalism yet sensitive to the area within which it is placed. Items such as seating should be in areas where street lighting is provided to minimise the risk of vandalism. Where bollards are deemed necessary, they should be no less than 1.1m.

Pic 10.2 Typical Bollard Street furniture such as seating is of direct benefit to pedestrians for resting points. This is especially so for less able persons where additional seating within areas such as shopping locations or on routes from the home to public transport interchanges is recommended. It is also recommended that the guidance contained within the DfT’s Inclusive Mobility is used. Street furniture should be carefully positioned so as not to present obstacles for vulnerable pedestrians. It should be easily identifiable for visually impaired people with design features such as, ‘tapping bars’ included to support this. Street furniture installed on existing or proposed bus routes should not be within 0.65m of the kerb edge or to bus stops where this might interfere with drivers or passengers’ views. Additional guidance to the placement of street furniture may be obtained from LTN 1/08 Traffic Management and Streetscape and the Merseyside Code of Practice on Access Mobility. Within historic environments, street furniture design type and materials should be sympathetic to their surroundings with key views being unobstructed from the placement of signs. For any development within these areas, early consultation with Sefton Council’s Highways Development Control Team is required.

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Chapter 11 Street Design Guide

Parking

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11.

Parking

11.1

Introduction

It is recognised that the availability of parking areas within new developments is an important issue. Sefton Council aims to reduce the dependency on the private vehicle and will promote car-free developments where appropriate. Car-free developments are those that do not have parking spaces within any part of the site other than those for people with disabilities. Where car-free developments are not feasible, Sefton Council will promote opportunities to maximise the quality or density of the development by saving space through the provision of less car parking spaces. Early discussion with Sefton Council’s Highways Development Control Team is considered important to ensure that any proposed parking meets both the aspirations of Sefton Council and the developer.

Pic 11.1 Typical Parking There are a number of documents that the developer should reference when considering parking standards and these are expected to include Sefton’s Supplementary Planning Document: Ensuring Choice of Travel and MfS. Guidance within these publications will ensure that the development meets the correct design criteria. Provision for parking should be considered at an early stage to ensure that adequate resource and effort is given to providing parking facilities that are safe, easy to use and fully integrated within any design. Early consideration of parking will ensure that land is used efficiently, that layouts are aesthetically pleasing and that vehicles do not detract from any street scene. Parking areas should be convenient to the resident, be well lit and under natural surveillance. They should be self-enforcing and should not prevent access from other properties, nor interfere with pedestrian routes. At all stages within the design, consideration must be given to the provision of parking for disabled persons. Should the development be within a historic environment, early consultation with Sefton Council’s Highways Development’s Control Team will be required to discuss requirements to ensure that the design is in keeping with the surroundings.

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11.2

Parking Standards

Parking Standards for different types of developments are found within Sefton Council’s Supplementary Planning Document, Ensuring Choice of Travel.

11.3

Disabled Parking

Advice for disabled parking standards can be found within Inclusive Mobility (DfT), Merseyside Code of Practice on Access and Mobility, Traffic Advisory Leaflet 5/95: Parking for Disabled People and within BS8300 : 2009 Design Of Buildings And Their Approaches To Meet The Needs of Disabled People, Code of Practice. Disabled spaces should be conveniently located close to entrances and be clearly signed. Access from the bay to the footway should be provided by ramps or dropped kerbing and be unobstructed at all times. Bays installed on the public highway may, if desired, be fully enforceable by law (Road Traffic Regulation Act 1984) and should have the relevant road markings and traffic signing to deter other users. Should the introduction of Traffic Regulation Orders (TRO) be considered, Sefton Council’s Highways Development Control Team will offer advice as to the legal and financial procedures required. The number of spaces required for people with disabilities will vary according to the development type and the total number of car parking spaces provided. For a complete guide to the provision of disabled car parking spaces Sefton Council’s ‘Ensuring Choice for Travel’ should be referred to. Within car parking areas off the adopted highway, disabled bays, if perpendicular to the access aisle, should have a minimum dimension of 4.8m length by 2.4m width plus an additional 1.2m wide safety zone along the length of the vehicle and to the rear. This zone allows for sufficient space for transfer between the wheelchair and the car, whilst having the car door fully open and allows room for the boot to open or hoist to be used. Where bays are perpendicular to each other, the 1.2m safety zone to the side of the vehicle may be shared. Where disabled bays are provided on-street, they should be located where the road gradient is level and have dropped kerbs for access onto the footway. Bay sizes should have a minimum length of 6.6m and minimum width of 3.6m, thus allowing for adequate safety zones. Recommended parking bays for minibuses used for disabled transport should be a minimum of 11m in length and 6m in width, which allows the flexibility of side and rear loading

11.4

General Parking

It is expected that where on-street parking is made available, residents are more likely to use these areas rather than spaces within their own properties. This on-street parking may, if poorly designed, cause the vehicle to dominate the visual appearance of the street, leading to a reduction in quality of the area. If this type of parking is required, consideration may be given to setting out the parking within a recessed parking bay, to ensure that through access along the street is maintained at all times. Distances between these bays and the adjacent properties should be sufficient to ensure that residents do not feel that they are enclosed by vehicles. On-street parking may be set out longitudinal, echelon or at right angles to the kerb. Longitudinal parking causes less disruption to traffic because it takes less time to access and leave the parking areas. For that reason they are more suitable for streets where higher volumes of traffic or higher speeds are experienced.

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For other areas where speeds are low, echelon and right angled parking are suitable and their layout provides a more efficient use of the street. However, this type of parking may see vehicles more prone to overhanging the footway and therefore, increasing footway areas to maintain pedestrian access may be required. When parking parallel to the kerb and adjacent to the footway, bays should be at least 6m in length and a minimum of 2.4m in width. However, Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team will consider the reduction of this minimum width to 2m in certain circumstances. Where there is no footway, there should be a 0.6m width to allow drivers to access the vehicle. A 45Â° splay should be provided at each end of the bay to allow access and egress. When parking at right angles, the bays should be 4.8m long and 2.4m wide with a clear 6m in front of the bays for manoeuvring in and out of the space.

11.5

Garages and Driveways

Pic 11.2 Driveways It is often the case that the garage within a property boundary is seldom used for regular storage of the vehicle. There may be a number of reasons for this, but one of the main factors is that the garage space is not of sufficient size. To ensure that garages are of a practical size, a minimum internal size of 6m length by 3m width should be considered which should be sufficient to store a vehicle and provide cycle storage. Garages intended for disabled use should have a minimum internal width of 4.2m.

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Driveway widths should be at least 3.1m and increased if it is the main entrance to the property to allow for pedestrian access. They should be of a sufficient length to prevent vehicles encroaching onto the footway and designed for either single or two vehicle storage, but not for a length in between. Where the driveway exits directly onto the rear of the footway, there must be sufficient pedestrian sight lines to allow for a clear view of any vehicle movement and a minimum 2m by 2m sight line must be provided. Where access is directly onto a shared space area, sight lines should be 2m by 23m.

Pic 11.3 Garages

11.6

Communal Parking

These areas may be considered as an alternative to on street parking. If at the rear of properties they should be convenient, well lit and have natural surveillance at all times.

11.7

Car- Free Developments

Car- free developments are promoted by Sefton Council in dense urban areas where there is good access to public transport and local amenities. Should a developer consider this type of development, early liaison with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team is recommended to discuss parking arrangements.

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Chapter 12 Street Design Guide

Servicing, Deliveries and Emergency Vehicle Access

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12.

Servicing, Deliveries and Emergency Vehicle Access

12.1

Introduction

At the commencement of the design process, it is recommended that Sefton Council’s Highways Development Control Team be consulted to discuss the expected movement and type of vehicles that will use the development. All developments should be designed to accommodate the types of vehicles expected to use it. Such vehicles will include private and commercial vehicles, service vehicles (including waste disposal), local social services operating vehicles such as Merseylink and emergency vehicles. For developments where it is expected that there will be low traffic flows, it is expected that emergency and servicing vehicles would use the full width of road for manoeuvring. For larger vehicles e.g. pantechnicons, where they are envisaged to enter the development infrequently, designers need not fully design for these vehicles but can assume that they will reverse or carry out multi-point manoeuvring to negotiate the road system. If requested, the developer may be required for unconventional layouts, to demonstrate tracking manoeuvres of vehicle. Traffic routes should be clear from obstructions and where signs/structures are less than 0.45m from the carriageway edge, a vertical clearance of 5.7m in accordance with Design Manual for Roads and Bridges, Volume 6, Part 2 TD27/05 is required. In all cases, access for vehicles is not expected to take priority over the needs of the pedestrian.

12.2

Emergency Vehicles

Adequate access routes for emergency vehicles must be provided for all developments and early consultation with the various emergency services is expected. Requirements for emergency vehicles are expected to be dictated by fire service requirements. Building Regulations 2010, Approved Document B, Volumes 1 & 2 2007 gives advice on the design of accesses within the development for fire service vehicles and specifies the following : • • • • •

•

Minimum width of road between kerbs to be 3.7m Minimum width of gateways to be 3.1m Minimum carrying capacity to be 17 tonnes for a normal pump (26 tonnes high reach) The minimum clearance height for a normal pump is to be 3.7m (4m high reach) For cul-de-sacs greater than 20m in length, fire tenders will not be expected to reverse out and therefore, it is expected that a turning area be provided and the minimum turning circle between kerbs for a normal fire vehicle is to be 16.8m (26m high reach) Fire tenders must be able to have access within 45m of a dwelling

It is expected that the developer will liaise with the emergency services to discuss current guidelines and requirements.

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12.3

Service Vehicles

Service vehicle requirements are expected to be dictated by the needs of refuge vehicles and their method of operation should be an integral part of any street design. BS 5906:2005 Waste management in buildings states, that the distance that refuge workers walk when moving a two wheel container should not be more than 15m or 10m for a four wheel container. Collection vehicles are expected to be able to get within these distances. The maximum gross vehicle weight used in general refuge collection is currently 26 tonnes; the maximum length is 11.6m and width of 2.5m. Tracking manoeuvres should be based on these sizes. A minimum street width of 5m is normally recommended.

Pic 12.1 Servicing Vehicle It is essential that early discussions be held with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team to discuss the collection frequency, bin collection points and refuge vehicle manoeuvres to essentially agree the method of waste management.

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Chapter 13 Street Design Guide

Junctions and Roundabouts

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13.

Junctions and Roundabouts

13.1

Introduction

There are a variety of junctions that are used within the highway network; common ones include T and Y junctions, staggered junctions and roundabouts.

Pic 13.1 Junctions The type of junction chosen should be suitable for its location and be designed to ensure that vehicle delays are kept to a minimum, while providing convenient and safe access around the junction for pedestrians and cyclists. Although designers may look to minimise the amount of junctions within a network in order to reduce potential conflict, MfS recognises that junctions can serve an important part of a street scene. With the good accessibility that a junction can provide, if well designed, they are ideal visual focal points and locations for attracting shops, public buildings and public transport stops. For that reason, it is important that a junction achieves a balance between place and movement. All junctions should be pedestrian friendly, having crossings preferably on all arms, have good overall visibility and be adequately spaced along the network. They should be well lit, under natural surveillance and in order to encourage use, they should be located across pedestrian desire lines. All crossings are expected to be at-grade and the use of sub-ways and footbridges, which are considered unattractive to pedestrians, are not expected within developments.

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13.2

Visibility

Adequate sight lines or visibility splays must be provided on the junction arms of the major and minor routes and also at any other entrances onto the adopted highway. This is to ensure that pedestrians, cyclists and vehicle users are able to see each other and to stop safely if required. The minor route is expected to meet the major route at right angles with visibility being measured in terms of an X-distance and a Y-distance as indicated. The distance back along the minor route from which full visibility is measured, is known as the X-distance and is normally measured along the centreline of the minor route from the major route’s nearside carriageway edge. The distance that the driver on the minor arm can see (left and right) along the major arm as the vehicle approaches the major arm is called the Y-distance and is based on stopping sight distance (SSD).

Figure 13.1 X and Y Distance MfS suggest that for streets where the 85th percentile speed is greater than 37mph (60kph), the SSD and visibilities recommended within the Design Manuals for Roads and Bridges are appropriate. For speeds lower than 37mph, it suggests that visibilities are reduced to suit the expected design speeds set by the designer and are suitable for the environment. It is expected that for new residential developments, the pedestrian and cyclist are prioritised and suggests X distances and SSD within the Tables 13.1 and 13.2.

Type of minor road or access

X distance on minor road

Access roads with slow speeds when minor arm flows are low (Liaise with Sefton Council’s Highways Development Control Team before introducing)

Access road meeting another access road in a housing development

2.4m

Table 13.1 ‘X’ Distance

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Stopping Sight Distance (m)

Speed (mph)

Speed (kph)

60 Table 13.2 SSD

Should the developer consider reducing visibilities, he must show the reasons for the reduction and discuss the design at an early stage with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control team.

13.3

Spacing of Junctions

There is no minimum junction spacing recommended but MfS recommends that it be determined by the size and type of the development. There is guidance that exists to suggest that for a residential street, the spacing of junctions is to be 40m staggered and 80m where consecutive. However, Sefton Council will take a flexible approach and recognises that the spacing of junctions will depend upon the type of proposed development and the surroundings. To reduce potential conflict of junctions, it is preferred that junctions are designed as right/left staggered junctions.

13.4

Junction Radii

Junction radii must be sufficient to provide safe cornering manoeuvres without over-running the footway. Detailed design guidance on priority junctions and radii is contained within TD42/95 Geometric Design of Major/Minor Priority Junctions (DMRB) and should be used as the initial basis for radii design. However, MfS encourages that within new developments, where speeds (less than 30mph) are reduced to levels appropriate for the surroundings, smaller corner radii should be considered. Tighter corner radii will reduce the speed of turning vehicles and will therefore, help pedestrians and cyclists in negotiating the street. For new developments, where appropriate, smaller radii should be considered. When introducing smaller radii designers should carry out tracking manoeuvres to show that vehicles can safely negotiate the corner.

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13.5

Mini-Roundabouts

Pic 13.2 Mini-Roundabout Advice on the design of mini-roundabouts can be found in the design manual TD54/07 Design of MiniRoundabouts (DMRB). Although this manual is primarily referenced to trunk roads, the criteria it contains can also be applicable to less trafficked residential routes. TD54/07 states that the mini-roundabout is not to be used at new junctions however, this applies to trunk roads and the installation of this particular type of junction is acceptable within new developments. To aid the developer, reference can be made to the publication â&#x20AC;&#x2DC;Mini-Roundabouts Good Practice Guideâ&#x20AC;&#x2122; (ADEPT). Mini-roundabouts can improve the operation of a junction in a number of ways. It can reduce delays from side roads, may improve the safety at an existing junction and within long sections of straight carriageway, may be considered as part of speed management control mechanism to reduce speeds. Land take for a mini-roundabout is relatively small when compared to other types of junctions and is considered safer for cyclists to use than the larger conventional roundabouts. Mini-roundabouts must have an inscribed circle diameter of less than 28m. The central island may be flush or if domed, recommended to be not greater than 0.1m, (max 0.125m) and is to be between 1m and 4m in diameter.

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Entry deflection into mini-roundabouts can be difficult to achieve and for that reason, they are not suitable for approach speeds over 30mph. If the introduction of a mini-roundabout is considered solely for reduction of speeds at junctions, other alternatives such as raised tables should be considered and early discussion with Sefton Council’s Highways Development Control Team is recommended. Where cycle routes are present it is expected that continental style roundabouts are considered, as they provide a more suitable environment for cyclists. Roundabout markings and signing are prescribed within the Traffic Signs Regulations and General Directions (TSRGD) Manual. Additional information is contained within the Traffic Signs Manual Chapters 3 and 5.

13.6

Conventional Roundabouts

Advice on the design of conventional roundabouts can be found in the design manual TD16/07 ’Detailed Guidance on the Design of Roundabouts’ (DMRB). As with all DMRB publications, this manual is referenced to trunk roads and therefore, there may be flexibility when used within designs of a non-trunk road location. Conventional roundabouts would not be expected within residential developments due to the additional land they require, compared to other types of junction and they are not considered to be suitable for cyclists when comparing the safety aspect with other junction designs. They are also likely to divert pedestrians away from their preferred desire line. For these reasons, any proposals for the installation of a roundabout must be discussed with Sefton Council’s Highways Development Control Team at an early stage giving reasons for its preferred use over other junction arrangements.

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Chapter 14 Street Design Guide

Traffic Signs and Road Markings

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14.

Traffic Signs and Road Markings

14.1

Introduction

Traffic signs and Road Markings are governed by the current Traffic Sign Regulations and General Directions (TSRGD) 2002 and subsequent amendments published by the Department of Transport. The TSRGD should be used in conjunction with the latest Traffic Signs Manuals together with guidance from other relevant Traffic Advisory Leaflets, to ensure that any new development is adequately signed. Although the relevant TSRGD regulations must be complied with, the developer should consider whether the amount of signage may be safely reduced; it is recognised that an excessive number of signs can in cases present drivers with difficulty in processing the information presented. Excessive signage may also detract from the visual aspect of the development and its wider setting and present obstacles to vulnerable users, especially disabled people. The visual impact of signage should be kept to a minimum by consideration to mounting on existing structures such as, buildings and lighting columns, rather than new poles, subject to approvals. If considering installation on lighting columns, early consultation is required with Sefton Council’s Highways Development Control Team. MfS recommends that the designer should start from a position of having no signs and only introduce them where they have a clear function.

14.2

Traffic Signage, Size and Height

Although the exact symbols and wording of signs within the TSRGD must be complied with, the actual overall size of the signs that are advised within the document may be altered whilst still allowing the sign to remain legal. The choice of installing smaller sized signs may aid in the reduction of street clutter and improve the visual appearance of the street, especially within historic environments. Early consultation is recommended with Sefton Council’s Highways Development Control Team in these circumstances. Recommended heights of signs above the ground are indicated within the ‘Part 2 - Adoptable Standards’ section of this pack and whilst signage heights within the footway should be sufficient to allow the safe movement of pedestrians and cyclists, elsewhere they may be reduced in height. This height reduction may remove signs from attractive sight lines that would otherwise be spoilt by their presence. Pic 14.1 Traffic Sign

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It is often seen on streets that traffic signs are highlighted by coloured backing boards and this increase to the overall size of the sign may appear as adding to street clutter. Backing boards are often used in areas that have a particular safety issue or where the sign is in a position that is not easily noticed by vehicle users. However, well designed new developments should not have any inherent safety issues and signs should be located with due respect to their setting and correctly placed such, that they do not require further enhancement. Where existing roads are affected by a new development, the designer must carry out a review of existing markings and signage and it is expected that the developer will pay costs for the replacing or upgrading of signage where deemed appropriate by Sefton Council. It is expected that the supply of illumination to traffic signs (e.g. bollards) be kept to a minimum and where possible signs are illuminated by external sources subject to TSRGD.

14.3

Road Markings

Pic 14.2 Road Markings Road markings shall be prescribed by TSRGD. In historic environments, minimum permissible size signage and markings should be used, unless defined safety needs indicate that this would be inappropriate. The use of coloured surfacing can present significant future maintenance issues and therefore, their use should be kept to an absolute minimum and only be considered where it has a particular safety benefit. Should the developer be considering such treatments, Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team should be consulted at an early stage for discussion. Should parking restrictions be part of any development and require Traffic Regulation Orders, under the Road Traffic Regulation Act 1984, the developer must contact Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team to discuss timescales for the introduction of such measures. Timescales will depend upon the size and nature of the development. Sefton Council will arrange for the TRO to come into force and all costs will be met by the developer. Road markings are expected to be kept at a minimum and therefore, early consultation with Sefton Council should take place to discuss any signing and road marking scheme with the purpose of limiting their use.

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Chapter 15 Street Design Guide

Public Utilities

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15.

Public Utilities

15.1

Introduction

It is sometimes seen within developments that a lack of foresight by the developer in providing space for the placement of public utilities causes unnecessary disruption to the general public. Should future work on the apparatus be required, this can leave a scar on the visual appearance of the street.

Pic 15.1 Utility Repairs The developer should therefore, at an early stage within the planning process, give consideration to the location of statutory undertakers apparatus both under and above the ground, especially within areas that are being considered for shared space use. To ensure that adequate infrastructure is installed, in a manner that will cause minimum disruption, early consultation with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team and with the statutory undertakers is important.

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15.2

Layout Considerations

Public utility infrastructure beneath the ground should be installed in line with the National Joint Utilities Group (NJUG Volume 1) recommendations.

Figure 15.1 Positioning of mains in a 2m footway Underground apparatus within a standard street layout should be contained within a service margin no more than 2m in width. Figure 15.1, taken from NJUG Volume 1, shows the positioning of mains within a 2m footway. It is expected that services within a street having conventional footways will contain all utility apparatus. Sefton Council (to preserve carriageway integrity) prefers to have the road construction clear from underground apparatus. To avoid carriageway crossings, dual mains should be laid within the footway. For works within the adopted highway, the developer is required to obtain a Section 50 Licence (New Roads and Street Works Act 1991(NRSWA)) which shall be issued and monitored by Sefton Councilâ&#x20AC;&#x2122;s Network Management Team. This Section 50 licence allows the developer to place, retain and remove apparatus and to carry out works necessary to do so. The developer therefore, effectively operates as a statutory undertaker and is governed by obligations imposed under the NRSWA and Traffic Management Act.

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In areas of shared space and Home Zones, where footways are not installed, it is required that a separate service linear route, again of not less than 2m width be provided. This is to ensure that future maintenance works will not block access to the carriageway. In these cases early joint consultation must take place with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team and the statutory undertakers. Sefton Council will not adopt service strips with soft landscaping. This is to prevent problems with residents building or planting on these strips. Public utilities should be laid out within the footway, in straight line corridors and clearly marked to allow for future connections with the minimum of disruption. However, it should be realised that the positioning of pipes and cables shown in Figure 15.1 is for illustrative purposes only. It may be necessary to install apparatus and access chambers in the carriageway, subject to the nature of the statutory utilityâ&#x20AC;&#x2122;s installation.

Pic 15.2 Undergound Cable Installation For conventional footways, mains shall be laid outside of the alignment of any kerb or its foundation and should be adequately marked to indicate ownership. Access covers and chambers should avoid areas of expensive paving, surface treatments, tactile areas or vehicular crossings. Covers shall not be placed within areas where two wheeled vehicles such as cyclists or motorcyclists will be breaking or turning.

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Any installations near trees and roots should be avoided, but where it is envisaged that there is a risk of conflict, Sefton Council’s Highways Development Control Team must be consulted for advice. In all cases, works near trees should be in accordance with BS.5837: 2005 - Trees in relation to construction and NJUG Volume 4. Statutory utility apparatus above the ground should be located in positions that allow future maintenance to be carried out in a safe manner. Above ground apparatus should be located to the rear of the footway to ensure that it does not cause obstructions to the safe passage of pedestrians, prams and wheelchairs. Apparatus should not be placed within the visibility splays for vehicle users, nor should equipment be placed in such a way as to detract from views from properties. Any apparatus within historic environments must be carefully considered to ensure that they suit the surroundings and Sefton Council’s Conservation team via Sefton Council’s Highways Development Control Team must be consulted in these instances. ‘As-built’ records of all apparatus, together with dimensions and depths shall be provided to Sefton Council upon the completion of the development. All public utility works must be carried out in accordance with Construction (Design and Management) Regulations (CDM), with provision made for the protection of the public, including vulnerable pedestrians whilst the works are being carried out.

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Chapter 16 Street Design Guide

Drainage and Sustainable Drainage Systems

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16.

Drainage and Sustainable Drainage Systems

16.1

Introduction

It is a requirement that all developments must provide adequate facilities for the provision of foul and surface water drainage. Sefton Council is within the area served by United Utilities and as such, developers must contact United Utilities, who will advise them regarding the design and adoption of sewers in accordance with Section 104 of the Water Industry Act 1991 and Sewers for Adoption 6th Edition - a design and construction guide for developers. With respect to any highway drains that will be maintained by Sefton Council and the Highways Agency, these are expected to be located within land to be adopted as highway.

Pic 16.1 Eco Kerbs in Highway

The developer should be aware of the recent Government proposals for new drainage applications and the requirement for future developments to incorporate sustainable drainage systems (SuDS).

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16.2

Sustainable Drainage Systems (SuDS)

The Flood and Water Management Act 2010 includes a requirement for future developments to incorporate SuDS and sets out a new application and consent and SuDS Approving Body (SAB) process to achieve this. At the time of writing, there is an ongoing Government consultation presenting proposals to implement the requirements for sustainable drainage systems in new and redeveloped sites in England.

Pic 16.2 Permeable Blocks with Filtration The aim of SuDS is to mimic the natural drainage processes of the surrounding land and to manage rainwater close to its source, through the use of on-site storage or infiltration and retention methods. The result will be a system that can remove pollutants from urban run-off, whilst reducing the flow rate of water from the site. SuDS are a primary objective of the Government and should be considered within the initial stages of any design as first choice. The previous approach of using traditional underground piped drainage is being superseded by the move towards more sustainable drainage systems. If such systems are not considered appropriate, the developer must actively demonstrate why this is the case. However, before proceeding with initial SuDS designs, consultation with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team must first be undertaken and also discussed in detail with the relevant United Utilities Wastewater Adoptions Team and also with the Environment Agency.

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Pic 16.3 Highway Swale All designs within the adopted highway should take into account potential flood risks of any development and its surrounding area and follow guidance given within the NPPF, March 2012 (Department for Communities and Local Government). The disposal of surface water on-site without recourse to the public sewerage system is encouraged by United Utilities. Surface water disposal systems should be connected to a suitable watercourse, where practical. Soakaways or areas of infiltration should be used, where possible on free draining soils. SuDS discharging to a watercourse shall be designed to function against a 1 in 100 year return period. The Environment Agency should confirm this water level and details should be provided to Sefton Council’s Highways Development Control Team, as well as United Utilities, as part of any application for planning permission and the subsequent Section 104 submission. It will be necessary for the developer to consider the appropriate drainage system as part of the planning application process. Where SuDS is likely to present additional maintenance to that normally expected from traditional designs, the developer shall be required to pay a commuted sum to Sefton Council. Sefton Council as a Unitary Authority will be the SuDS Approving Body and will both receive applications and issue consents. The Government have not yet confirmed the implementation date for this new system. For further details on SuDS, including updates on the Government’s proposals, the developer should contact Sefton Council’s Highways Development Control Team.

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Chapter 17 Street Design Guide

Urban Traffic Control

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17.

Urban Traffic Control

17.1

Introduction

Sefton Council has a requirement under legislation within the Traffic Management Act 2004 to efficiently maintain and manage the movement of traffic on its road network, so far as is reasonably practicable, having regard to other obligations and policies. It is Sefton Council’s Urban Traffic Control Section that controls and maintains all Urban Traffic Control (UTC) equipment within the Borough. This ensures that users experience minimum delays which in turn, reduces fuel consumption and as a consequence, has beneficial effects on the environment.

Pic 17.1 CCTV Camera

UTC equipment includes for items such as : • • • • • • •

traffic signals and controllers closed circuit television cameras (CCTV) vehicle activated signs (VAS) variable message signs (VMS) parking guidance signs (PGS) automatic number plate recognition (ANPR) automatic rising bollards

This list is not exhaustive and may be subject to change. Should any developer be considering the introduction of UTC equipment, it is expected that contact with Sefton Council’s Highways Development Control Team be made at pre-planning application stage to discuss any effect upon the surrounding road network and compatibility of any proposed equipment.

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17.2

Vehicle Activated Signs

VAS are used within Sefton as part of traffic management schemes aimed at reducing vehicle speeds or highlighting potential accident spots. New developments will be designed to ensure that the issues above should not be present and as such, it is not expected that VAS are required. However, if the developer is considering such signs, Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team must be consulted early on with justification for use. It is expected that a commuted sum to cover future maintenance costs of such signs will be paid by the developer to Sefton Council.

17.3

Variable Message Signs and Parking Guidance Signs

VMS and PGS are used within the Borough, normally on principal routes and in town centre areas, to inform and update drivers on traffic conditions and parking availability. Any introduction of these types of signs within developments must be discussed with Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team to ensure compatibility with existing communications and infrastructure. It is expected that a commuted sum to cover future maintenance costs of such signs will be paid by the developer to Sefton Council.

17.4

Traffic Signals

Pic 17.2 Traffic Signals Traffic signals shall be deemed not only to include traffic signal junctions, but also Puffin, Toucan and Pegasus crossings.

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Should any development include proposals for traffic signal works, the developer is expected to consult with Sefton Council’s Highways Development Control Team at the pre-planning stage. Explanation for using such signals and the consideration given to alternative junction/layouts, with justification for their rejection should be provided. If a traffic signal junction is proposed, a Traffic Impact Assessment (TIA) showing the effect that the signals will have upon the existing highway network is required within the planning application stage. Should the developer carry out the traffic signal design as part of any Section 38/278 works, it is expected that the developer will employ a suitably qualified traffic engineer with experience in signal design. Any signal proposals must be submitted to Sefton Council’s Highways Development Control Team for technical approval before any installation on site may commence. The design of traffic control and information systems should be in conjunction with TD 50/04 The Geometric Layout of Signal Controlled Junctions and Signalised Roundabouts (DMRB), TA 82/99 The Installation of Traffic Signals and Associated Equipment (DMRB) and TA 84/06 Code of Practice for Traffic Control and Information systems for all purpose roads (DMRB) or subsequent amendments and with Sefton Council’s latest design specification and standards. Any addition of equipment must be agreed by Sefton and be compatible to the existing network. For the design of Puffin, Toucan and Pegasus crossings, reference should be made to Local Transport Note LTN 2/95 The Design of Pedestrian Crossings (DfT) and any updates thereafter. As part of Sefton Council’s commitment to reducing energy costs, UTC systems installed in new residential developments will be required to use extra low voltage (ELV) and have light emitting diode (LED) signal heads. These types of UTC systems provide a number of important benefits for the Council including : • • • • •

Low energy use Safer than higher voltage systems Reduced carbon emissions The equipment is cheaper to operate than conventional systems Reduced long term maintenance costs

Pic 17.3 UTC Control Room

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The information to be submitted by the developer for technical approval will include : • • • • •

A drawing indicating the number and positions of the traffic signals, ducting network and detection Proposals for the type and specification of the signal heads, poles, pole boxes, cabling (including spare capacity) and controllers Phasing diagrams and timings Electric supply details Proposed method of communication with Sefton Council’s UTC control room

Timescales for technical approval by Sefton Council will depend upon the complexity of the signal installation and early consultation with Sefton Council’s Highways Development Control Team is advised. For all works designed by the developer, Sefton Council will, during construction, require access for the inspection of the works. Upon completion of the installation of the signal works, Sefton Council shall then carry out a final inspection and subject to approval, will arrange for the commissioning of the traffic signal apparatus. The developer will be required to submit ‘as-built’ drawings upon completion of the works. Costs associated with design checks, supervision and commissioning shall be paid by the developer to Sefton Council at the time of entering the Section 38/278 legal agreement. In addition, a commuted sum to cover future maintenance costs will be included. Sefton Council, if required, are able to offer the services of traffic signal design and site installations for Section 38 works. Should signal works be proposed as part of Section 278 works, it is expected that all design and installation works will be carried out by Sefton Council with costs met by the developer.

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Chapter 18 Street Design Guide

Highway Structures Approval Procedures

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18.

Highway Structures Approval Procedures

18.1

Introduction

Pic 18.1 Highway Structure All highway structures whether or not they are to be adopted must be designed and constructed in accordance with the current codes of practice and standards. The following guidelines are to be used by developers, or their designers, for the technical approval procedure for highway related structures. Should any development include proposals for structures associated with the highway and wish Sefton Council to adopt these structures, then technical approval (TA) from the Council is required. Sefton Council will be the Technical Approving Authority (TAA) responsible for agreeing the Approval in Principle (AIP) and subsequently accepting the relevant certificates. TA procedures are set out within the Department of Transportâ&#x20AC;&#x2122;s BD 2/12 Technical Approval of Highway Structures (Design Manual for Roads and Bridges), or subsequent amendment, and must be followed for the design and construction of all new or modified structures. TA shall apply if the developer wishes Sefton Council to adopt a structure under Section 38 or Section 278 of the Highways Act 1980 and covers the construction, assessment, refurbishment or demolition of any structure within the adopted highway boundary.

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TA shall also apply to any proposals outside the adopted boundary that affect any part of a highway or highways structure. The procedures shall also apply if adoption is not required but the design needs the consent of the Highway Authority under Section 167 of the Highways Act 1980. An agreed commuted sum for future maintenance of such structures shall be paid by the developer to Sefton Council and shall be written into any legal agreement TA procedures within BD 2/12 require the developer to submit an AIP to Sefton Council for the Council’s endorsement before proceeding with any design or assessment. The AIP shall be valid for 3 years after the date of agreement by Sefton Council. Sefton Council will agree with the developer the Category (0, I, 2 or 3) of the structure in accordance with BD 2/12. Timescales for approval by Sefton Council will depend upon the complexity of the structure and early consultation with Sefton Council’s Highways Development Control Team is advised. Access for inspection, future maintenance or demolition of the structure must be agreed with Sefton Council prior to submission of any planning application It is important that the developer contacts Sefton Council’s Highways Development Control Team at the earliest opportunity to discuss the requirements for an AIP and any commuted sums payable.

18.2

Scope of Approval

TA procedures for the various highway structure categories are found within BD 2/12 and without limitation apply to the following : •

•

• •

Any structure built over, under or within the highway that has a clear span or internal diameter greater than 0.9m. These are expected to include such structures as bridges, footbridges, subways, tunnels, culverts, shafts, access gantries, overhead traffic gantries, cantilevered masts and overhead crossings carrying pipes or services Earth retaining structures within the highway or in close proximity to the highway which may affect the highways stability where there is an effective retained height greater than 1.5m i.e. the level of the fill at the back of the structure above the finished ground level in front of the structure is greater than 1.5m. These are expected to include such structures as retaining walls, reinforced or strengthened soil/fill structures and basements High masts of more than 20m in height, lighting columns and catenary lighting support systems Proprietary manufactured structures

The above list is indicative only and reference should be made to BD2/12.

18.3

Category of the Structure

The developers proposals shall be placed in one of four categories, these being Category 0, 1, 2 or 3. It is this classification which determines the need for the AIP, the type of design check to be applied and the certificates to be prepared. The category of the structure shall be as described in BD 2/12. The category must be agreed by the TAA before commencement of the design.

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Pic 18.2 Category of Structure Category 0 structures are those which conform in all aspects of design to Design Manual for Roads and Bridges (DMRB) and Manual of Contract Documents for Highway Works (MCHW) standards and contain no departures provided they also conform to the following : • • •

• •

Buried structures of less than 3m clear span/diameter and having more than 1m cover Environmental barriers less than 3m high and without overhangs Lighting columns, CCTV masts, cantilevered masts for traffic signals, highway signs on posts that are more than 7m in height but less than 12m in height within the scope of BD 94/07 Design of Minor Structures Single span simply supported structures with a span of less than 5m Earth retaining structures with an effective retained height of less than 2m

Category 1 structures are those other than Category 0, which conform in all aspects of design to DMRB and MCHW standards and contain no departures from standard as provided they also conform to the following : • • • • • •

Structures with a single simply supported span of less than 20m and having less than 25° skew Buried concrete boxes and corrugated steel buried structures with less than 8m clear span Earth retaining structures with an effective retained height of less than 7m Environmental barriers 3m or more in height or with overhangs Lighting columns, CCTV masts, cantilevered masts for traffic signals, outside of the scope of BD 94/07 Design of Minor Structures Other mast structures that are more than 10m in height but less than 25m in height, or where the horizontal arm projection is more than 3m

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Category 2 structures are those other than Category 0, 1 or 3. Category 3 structures are those which require sophisticated analysis or with following features such as : • • • • • • • • • •

High structural redundancy Any span exceeding 50m Skew exceeding 45° Difficult foundation problems Moveable bridges Access gantries Bridges with suspension systems Steel orthotropic decks Internal grouted duct form of post tensioned concrete structures Earth retaining structures with an effective retained height of 14m or greater

The above list of structures within the Category 0,1,2,3 is not exhaustive and reference should be made to BD 2/12. Approval in Principle is required for Categories 1, 2 and 3. It is not required for Category 0, but for this case, the developer should submit brief details to the TAA for approval of the Category.

18.4

Adoption of Structures

Sefton Council will only adopt structures that carry or support the adopted highway. Structures that span the adopted highway will not be adopted unless they are considered by Sefton Council to be an integral part of the highway. Sefton Council will only consider adoption of structures within the adopted highway boundary. Any other structures within 3.66m of this boundary will require approval from the Authority for construction. A minimum 5m easement strip to allow for future access for maintenance is required on each side of any new structure required for adoption. Details are to be discussed and agreed with Sefton Council’s Highways Development Control Team. All structures for adoption must be written into the appropriate legal agreements. Future maintenance liabilities will be met by a commuted sum payable by the developer to Sefton Council. The Highway Authority will only adopt walls constructed to support the highway if an embankment is not practicable. In this case early consultation with Sefton Council’s Highways Development Control Team is essential. Structures will not be adopted if these procedures have not been followed.

18.5

Approval in Principle Procedure

Sefton Council operates a self-certification scheme for the design and checking of highways structures. TA procedures are applied in accordance with DfT Standard BD 2/12 or subsequent amendments. The developer should discuss the AIP at an early stage with Sefton Council to agree outline proposals and to categorise the structure.

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The developer shall discuss the requirements of the TAA but is expected to submit as part of the AIP documentation (in accordance with BD/2) without limitation the following : • • • • • • • • • • • • • • • •

Location plan and description of site Highway details and obstacles affected by the structure General arrangement drawings Site location plan with appropriate cross/long sections Relevant geotechnical site investigation reports Description of the structure Structural type Foundation type Design parameters/loadings/calculation methodology Appearance of the finished structure Land takes Arrangements for access and future maintenance Sustainability Risk assessments Estimated cost of the structure and any other structures that may have been considered with reasons for rejection Method of construction and traffic management

Following the AIP, the developer shall proceed to detailed design.

Pic 18.3 Construction

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The developer must employ a Chartered Civil or Structural Engineer with experience in highway structures and approved by the relevant Highway Authority to carry out the design and independent checking as required by BD 2/12 or subsequent amendments. Once the scheme is designed and issued with a Check Certificate in accordance with the AIP, it shall be submitted to Sefton Council for acceptance. Any design work carried out by the developer without an AIP shall be at the developers own risk and may not be accepted. The developer is expected to submit at detailed design the following : • • • •

Complete details of all structural design calculations The Design and Check Certificates The approved and checked detailed construction drawings Specification Clauses and Appendices

Upon acceptance of the design and check certificates by Sefton Council, the structure may proceed to construction. Upon completion on site the following must be submitted before the structure is formally adopted : • • • •

Construction Compliance Certificate Completed Health and Safety File ‘As-built’ record drawings A Maintenance Manual for the completed structure (see BD 62)

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Chapter 19 Street Design Guide

Street Lighting

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19.

Street Lighting

19.1

Introduction

Pic 19.1 Street Lighting Column Street lighting is an integral part of any street design and should be appropriate for the area in which it is to be installed. A well designed scheme may contribute to road safety, discourage crime and vandalism, can enhance the appearance of an area after dark and may give the impression of security to users.

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The developer will be required to provide a street lighting system for all areas of roads, footpaths and cycle routes that will be adopted. A street lighting system shall include for street lighting columns, illuminated traffic signs and bollards, electrical pillars and all other electrical apparatus within the development. Without limitation, any reference to lighting systems is assumed to cover all of these apparatus. It is recommended that Sefton Council’s Highways Development Control Team be consulted at an early stage to discuss the lighting requirements of Sefton Council for any new development.

19.2

Lighting Design

Lighting systems will be designed to the current European and British Editions of BS EN 13201 Road Lighting and BS5489 Code of Practice for the Design of Road Lighting and must comply with Sefton Council’s current lighting specification. The developer is to ensure that all lighting columns for new developments are to be of an aluminium or stainless steel Council type approved and the luminaires are to be of an approved LED type. Aluminium/stainless steel lighting columns can be recycled and have significantly longer life expectancy than columns constructed from other materials. This will result in reduced long term maintenance and replacement costs for Sefton Council. The use of LED luminaires will also provide a number of important benefits for Sefton Council including : • • • • •

Better quality light source compared with conventional systems Lower energy use Reduced carbon emissions The equipment is cheaper to operate than conventional systems Reduced long term maintenance costs

Within historic environments, the character of the locality should be taken into account when choosing the design of street lighting and the use of aluminium/stainless steel columns may not be appropriate. Any proposals for street lighting systems within these areas must be discussed with Sefton Council before approval can be granted. Lighting systems are required to be installed within the adopted area of the highway and all apparatus should be at least 0.45m from the carriageway edge. It is preferable that lighting columns are installed at the rear of the adopted footway and out of all pedestrian desire lines. Where a development enters the existing road network, there may be a requirement to alter/improve existing street apparatus at the junction, at the developer’s expense. Should the developer carry out the lighting design as part of Section 38 works, lighting proposals must be submitted to Sefton Council’s Highways Development Control Team for technical approval before any installation on site may commence.

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Pic 19.2 Street Lighting Head The developer’s submission of lighting proposals should include the following: • • • • • •

A drawing indicating the positions of the lighting units Proposals for the type and specification of the luminaires Proposals for the type and specification of the lighting columns Proposals for the type of all electrical cabling Type of electricity supply Any private network connections

Should an Independent Distribution Network Operator (IDNO) be considered for any development, it is essential that early contact be made with Sefton Council’s Highways Development Control Team to discuss future maintenance issues. Early consultation with Sefton Council’s Highways Development Control Team is also advisable to confirm the time scales required for any TA.

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A commuted sum to cover future maintenance shall be payable by the developer to Sefton Council at the time of the agreement. For all works designed by the developer, during construction, Sefton Council will require access for the inspection of the works. Upon completion of the installation of the street lighting works and associated equipment, Sefton Council shall then carry out a final inspection and subject to approval, will then arrange for the commissioning of the street lighting apparatus.

Pic 19.3 As-Built Layout

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The developer will be required to submit â&#x20AC;&#x2DC;as-builtâ&#x20AC;&#x2122; drawings upon completion of the works. Costs associated with design checks and approvals shall be paid by the developer to Sefton Council at the time of the legal agreement, as will a commuted sum to cover future maintenance and energy costs. Other costs associated with the final inspection and commissioning shall be paid by the developer to Sefton Council before final adoption. Sefton Council, if required, are able to offer the services of street lighting designs and site installations for Section 38 works. Should lighting works be proposed as part of Section 278 works, it will be a requirement that all design and installation be carried out by Sefton Council.

Pic 19.4 Street Lighting Column

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Chapter 20 Street Design Guide

Statutory and Non Statutory Obligations/ Requirements

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20. Statutory and Non Statutory Obligations/Requirements 20.1

Introduction

Developers need to be aware that in carrying out works on new roads or the existing highway network that there may be a range of statutory or non statutory obligations which you will need to comply with. These may include, but not exhaustively : • • • • • • •

Traffic Regulation Orders (TRO’s) Stopping Up Orders Construction Design and Management Regulations Notice of Works (Traffic Management Act 2004) Highway Licences and Permits Street Works Licences Street Naming and Numbering

20.2 Traffic Regulation Orders A TRO is a legal document under the Road Traffic Regulation Act 1984 that creates a local traffic rule which requires road users to obey certain conditions. They can be permanent and used to control or restrict the movement of traffic, or temporary when it is necessary to prohibit or control traffic because of planned works on the highway. Where a development requires changes to an existing TRO, creation of a new TRO, or provision of a temporary TRO to facilitate the works, the developer will pay all associated costs, including consultation. Also, the cost of any signs or road markings to be installed on the existing or proposed public highway and in the case of 20mph speed limit orders, the cost of physical speed restraints, shall be met by the developer. TRO’s are subject to statutory procedures and the formal consultation stage can be protracted. The outcome cannot be guaranteed. Advice regarding the need, timescale and likely cost of consultation can be obtained from Sefton Council’s Highways Development Control Team. The developer is advised to consider the implications of this consultation when developing a project programme.

20.3 Stopping Up Orders If sections of public highway become unnecessary as highway or a highway is required to be closed to enable development, the highway rights can be ‘stopped-up’ or extinguished in law. This can be achieved under the Highways Act 1980 at any time or under the Town and Country Planning Act 1990. If the order is successfully made, it will extinguish the highway rights and free up the land from Highway Authority control. The land can then be enclosed or developed, subject to any necessary planning consent and conveyance which may be necessary. Sefton Council’s Highways Development Control Team will advise developers in respect to applications for Stopping-up Orders.

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20.4 Construction Design and Management Regulations (2007) Before any work is carried out by the developer on the public highway, the developer must provide written proof to Sefton Council’s Highways Development Control Team that the developer has informed the Health and Safety Executive that they are the client for the highway works in accordance with CDM. As the client for the works, in accordance with the CDM, the developer must : • • •

Appoint a CDM Co-ordinator Verify the competence of the parties involved in the project Ensure that sufficient resources are in place to undertake the highway works

The developer must ensure compliance with the CDM Regulations and indemnify Sefton Council against claims, liabilities and actions. The developer must provide Sefton Council’s Highways Development Control Team with an electronic copy of the Health and Safety File on completion of the highway works. This must comply with the requirements in the CDM Regulations.

20.5 Notice of Works (Traffic Management Act 2004) If the developer intends to carry out works on the public highway, then they should note that the works have to be registered by the Highway Authority which are subject to advance notice periods. As a result, it is crucial that the developer contacts Sefton Council’s Highways Development Control Team at the earliest point and completes a ’notice of works’ form to avoid possible delays. A copy of this form is provided in the Section 38 and Section 278 guidance annexes of this document or by contacting Sefton Council’s Highways Development Control Team.

20.6 Highway Licences and Permits Sefton Council have a range of licences and permits that developers and contractors may require in order to carry out works on the public highway. This includes the placement of anything on the highway that could cause obstruction or danger. Applications must be made if it is intended to place the following within the highway boundary : • • • •

Builders Skips Hoardings/Scaffolding Portable Traffic Signals Building Materials

Permission is also required to place and maintain private apparatus in the highway. All applications should be made to Sefton Council’s Network Management Team. Sefton Council’s Highways Development Control Team will advise developers in respect to such applications.

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20.7

Street Works Licences

Under Section 50 of the New Roads and Street Works Act 1991, any person or organisation (other than Statutory Undertakers) who need to excavate the highway, or place or maintain equipment or pipe work and cables within the highway must be in possession of a Street Works Licence (also known as a Road Opening Licence or a Section 50 Licence). To obtain a street works licence, the developer or contractor needs to apply to the Highway Authority. The possession of a licence grants temporary authority to excavate the highway during the duration of the works. The cost of the licence will be provided by Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team upon request. Failure to apply for a licence before starting any works is an offence under the Highways Act 1980 and the New Roads and Street Works Act 1991. Any breach may result in prosecution with the recovery of all costs involved and the removal of any equipment installed during those works. All street works licences are subject to the legislation requirements of the New Roads and Street Works Act 1991 and its associated Codes of Practice. Sefton Councilâ&#x20AC;&#x2122;s Highways Development Control Team will advise developers in respect to applications for street works licences.

20.8 Street Naming and Numbering

Pic 20.1 Typical Street Name Plate

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Pic 20.2 Typical Street Name Plate (Southport Area) It is the responsibility of Sefton Council to issue official addresses for all residential and business addresses within the Borough of Sefton, under provisions of the Public Health Act 1925, County of Merseyside Act, 1980 and the Towns Improvement Clauses Act 1847. By law, Sefton Council must formally approve all proposals for new street names and changes to street names before they are brought into use. Sefton Council also has the legal responsibility to ensure that properties are numbered or named (where no numbering system exists).

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Chapter 21 Street Design Guide

Road Safety Audits

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21.

Road Safety Audits

21.1

Introduction

During the highway design of a new development, the developer is required to carry out Road Safety Audits (RSA) at certain pre-defined stages of the project. RSA is a procedure for assessing potential hazards that may affect a highway user and the process of these audits will help ensure that any highway network will operate as safely as is practicable.

Pic 21.1 Road Safety Audit The developer will arrange for these Safety Audits to be carried out by a suitably qualified Road Safety Audit Team who will have the appropriate knowledge and experience for the type of scheme under consideration. The developer must confirm that the entire Road Safety Audit Team used in the audit procedure is completely independent from the design Team.

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It is important to remember that the RSA will only consider road safety matters. It does not cover Health and Safety regulations for the construction or maintenance of the road, nor will it cover structural safety. Although it is not a technical check, it may refer to technical standards when making recommendations. For developments, the publications Road Safety Audit (The Institution of Highways and Transportation) and HD 19/03 Road Safety Audit (Design Manual for Road and Bridges) are the two main recognised documents that complement each other for the preparation of RSA’s. However, with the introduction of MfS and its view that streets are functional public spaces rather than just access corridors, there may be a case for adopting a more flexible design approach, with design decisions based on local conditions and risk assessments. Should this approach be taken, it is expected that this is reflected within any Road Safety Audit. It is therefore, important that early discussions regarding the design principles and standards of any new development takes place with Sefton Council’s Highways Development Control Team, who will be able to offer advice. The developer must discuss and agree with Sefton Council’s Highways Development Control Team the stages of RSA that will be required in respect to each new development.

Pic 21.2 Road Safety Audit Sefton Council are able to offer the service of RSA to developers should it be required.

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21.2

Road Safety Audit Stages

The stages that are covered by RSA are summarised below : •

•

A Feasibility, Stage F RSA, may be required during the early concept of a design, especially if a number of road options or development accesses are being considered. At this stage it is expected that consistency with adjacent networks and designations of the functions for the various elements of the road hierarchy are established. Should this stage be required, Sefton Council’s Highways Development Control Team will require a copy of the Feasibility Audit report prior to the commencement of the preliminary design stage A Preliminary Design, Stage 1 RSA, is to be commissioned as soon as possible after the completion of the preliminary design stage. It is expected that submissions for this audit will indicate junction types, highway alignments, sight lines and facilities for other road users such as pedestrians, cyclists and equestrians. The completion of a Stage 1 Audit should ensure that any major changes to the design will be limited. A copy of the Stage 1 report is to be submitted to the Sefton Council’s Highways Development Control Team for comments prior to the commencement of the detailed design stage. In certain cases, it may be agreed that a Stage 1 Audit will be combined and carried out with a Stage 2 Audit A Detailed Design, Stage 2 RSA, is to be commissioned upon the substantial completion (ideally before preparation of contract documentation) of the detailed design. By now, the scheme could be sufficiently detailed to allow construction and details such as signalling, kerbing, drainage, lighting, landscaping and alignments will be shown on the plans. There would be little scope at this stage for substantial changes in the design. The Stage 2 report is to be submitted to Sefton Council’s Highways Development Control Team after which the detailed design will be completed in line with any recommendations A Post Construction Stage, Stage 3 RSA, is to be commissioned by the developer either just before or just after substantial completion of the scheme. The purpose of this stage is to view the scheme early in its life and should there be recommended changes in the Audit, they can be implemented early on in its operation A Monitoring Stage, Stage 4 RSA, may be carried out to review the operation of the design usually 12 to 36 months after the completion of the scheme. This will allow suitable time to elapse before the gathering of accident statistics, if any, which will then be used to evaluate the operation and performance of the scheme

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Chapter 22 Street Design Guide

Road Restraint Systems (RRS)

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22. Road Restraint Systems (RRS)

Pic 22.1 Road Restraint System

22.1

Introduction

RRS is intended to reduce the number and severity of injuries in the event that a vehicle leaves the road and would otherwise encounter a hazardous feature such as a railway line, canal or highway structure. RRS also protects against damage to any highway asset located behind the system.

22.2 Design Considerations In designing a new road as part of a new residential development, developers should consider whether there is any risk of a vehicle leaving the road at any location and coming into contact with a hazardous feature. If such a risk is perceived to exist, developers should contact Sefton Council’s Highways Development Control Team who will be able to provide advice. The United Kingdom Roads Liaison Group (UKRLG) has produced guidance ‘Design and Maintenance Guidance for Local Authority Roads – Provision of Road Restraint Systems on Local Authority Roads’. This guidance is applicable for adopted Local Authority roads (or new roads seeking adoption) with low traffic flows and/or low traffic speeds. The guidance sets out an appraisal process to assist Local Authorities in deciding whether a RRS is justified.

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Chapter 23 Street Design Guide

Commuted Sums

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23. Commuted Sums 23.1

Introduction

Commuted sums are necessary when development increases Sefton Council‘s future maintenance liability. Typical circumstances where this may occur include : •

•

• •

Maintenance costs for construction not required for the safe and satisfactory functioning of the highway (including alterations to existing highway only required to serve the development) with no general benefits Maintenance costs for additional features, such as highway structures, additional street lighting, traffic signal installations, non-essential street furniture/fencing, public transport infrastructure and landscaping Additional maintenance costs for permitted alternative materials and features for example, bespoke street furniture exceeding standard specification Provision of SuDS, such as flow-attenuation devices, swales and storage areas

Developers should discuss their requirements with Sefton Council’s Highways Development Control Team ideally, during pre-planning application discussions. Commuted sums are charged purely to cover the future maintenance liabilities that Sefton Council incurs as a direct result of the new development. As a result, Sefton Council is keen to ensure that such charges are justifiable and reflect accurately the true cost of the future maintenance liabilities likely to be incurred by Sefton Council as a result of a development. If a developer employs materials or construction methods that reduce the need for future maintenance then the commuted sum charge is likely to be reduced as a consequence. Commuted sum charges will be agreed with Sefton Council’s Highways Development Control Team and be included in the legal agreements under the Highways Act 1980. All commuted sums will be payable at the completion of the works.

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Street Design Guide

Relevant Legislation

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Relevant Legislation Construction (Design and Management) Regulations 2007 – Government regulations setting out the requirements for the management of construction works from the design stage through to completion. The regulations apply to Local Authorities, developers and contractors. Disability Discrimination Act 1995 – imposes a duty upon Local Authorities, along with other public and private sector organisations, to ensure that minimum standards of accessibility are met in the provision of transport infrastructure and access to buildings that will be used by the public. Equality Act 2010 – imposes a duty upon public bodies to ensure they consider how different people will be affected by their activities and to deliver policies and services that meet different people’s needs. Flood Water Management Act 2010 – sets out the statutory duties placed on Local Authorities and Water Companies in relation to the management of flood water and drainage systems. Highways Act 1980 – sets out the statutory duties placed on Highway Authorities in relation to the management of the highway network. It also includes the legal framework (Sections 37, 38 and 278) in relation to highway adoption and the granting of permission for others to undertake works within the public highway. New Roads and Street Works Act 1991 – sets out the legislative framework relating to the management of works within the highway undertaken by Local Authorities, utility companies and third parties such as developers. Public Health Act 1925 – makes the Local Authority responsible for street naming and the installation of street nameplates. Road Traffic Regulation Act 1984 – sets out the legislative framework for Traffic Regulation Orders. Town and Country Planning Act 1990 – sets out the current legislative framework for the planning system, including the requirements in relation to the imposition of planning conditions and obligations (Section 106 Agreements) related to the award of planning permission for a new development. Towns Improvement Clauses Act 1847 – requires the Local Authority to prepare street numbering schemes. Traffic Management Act 2004 – imposes a duty upon Local Highway Authorities to ensure the expeditious movement of traffic on the local road network. Traffic Signs Regulations and General Directions 2002 – Government regulations setting out the requirements for road signs and markings, detailing their size, layout, where they should be used and what for. The Transport Act 2000 – Sets out the legislative framework for establishing Home Zones. Water Industry Act 1991 – sets out the legislative framework for the water industry, including the mechanism for the adoption of drainage systems.

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Street Design Guide

Glossary

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Glossary Adopted Road – A road built by a developer will be classed as a ‘private road’ maintained by the frontagers, unless it is taken over or ‘adopted’ to be maintained at public expense by the Local Highway Authority. Adoptable Standards – The minimum standards required by a Local Highway Authority in terms of design and construction to adopt a road or section of highway. Advanced Payments Code (APC) – This is a legal requirement under Sections 219 and 220 of the Highways Act 1980. The APC is a requirement for security (generally in the form of a bond or a cash payment) to protect purchasers of property within a development from having to fund the completion of development roads and footpaths to adoptable standards in the event that a developer fails to complete these works. APC applies to all residential or commercial developments as soon as a developer receives Building Regulations Approval or an Initial Notice is issued. Bend Radius – This is the measurement of a bend in a road measured along its centre line. The smaller the radius the tighter the bend. Binder Course – This is part of the road surface construction. Formerly known as the ‘base course,’ it is the second layer of construction, immediately below the running surface or surface course. Bond – This is a form of financial guarantee that covers the cost of completing the development if the developer fails to complete the works. California Bearing Ratio – This is a test to measure the strength (softness or hardness) of the subgrade of a road. Community Infrastructure Levy – A mechanism whereby a Local Planning Authority, in partnership with the Local Highway Authority and others, identifies the overall infrastructure needs for an area arising from existing and future demands and apportions the cost of providing new or improved infrastructure to meet the future demand across those developments that will generate that additional demand. Commuted Sum – Provided under the Highways Act 1980, this is a sum of money paid to a Local Authority, by a developer, to cover the future maintenance costs of items that are going to be adopted and maintained at public expense. Conservation Area – A statutory designation that can be applied to an area within a town or village that is of special importance due to the grouping of historic buildings within a particular setting. Construction (Design and Management) (CDM) Regulations 2007 – These regulations define the roles and responsibilities of everyone involved with construction works in respect to health and safety, including those who commission, design, or construct them. The Health and Safety Executive enforces the CDM regulations. Crossfall – This is the ‘camber’ or slope from one side of the road to the other. Design Manual for Roads and Bridges – A series of documents setting out best practice design principles to be applied to the design of strategic routes or trunk roads that are heavily trafficked or maintain high speed. Developer – For the purposes of this document, the term ‘developer’ is used to refer to any person or organisation proposing to undertake development, considering submitting a planning application, or implementing the development for which a planning application has been obtained.

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Frontagers – This refers to someone whose residence or business fronts on to a road. Heritage Asset – A building, monument, site, place, area or landscape identified as having a degree of significance meriting consideration in planning decisions, because of its heritage interest. Heritage asset includes designated heritage assets and assets identified by the Local Planning Authority (including local listing). Highways Agency – The Government Agency that is responsible for the management of the National Trunk Road Network. Historic Environment – All aspects of the environment resulting from the interaction between people and places through time, including all surviving physical remains of past human activity, whether visible, buried or submerged and landscaped and planted or managed flora. Latitudinal Gradient – This is the camber of the road. Local Highway Authority – The Local Authority with statutory responsibility for the management of the local highway network including the discharge of duties set out in the Highways Act 1980, the Traffic Management Act 2004 and other highways related legislation. Local Planning Authority – The Local Authority with statutory responsibility for the management of the planning process including the determination of planning applications submitted for new development. Local Transport Authority – The Local Transport Authority is responsible for public transport in its area. Longitudinal Gradient – This measures the amount a road rises and falls along its length. Manual for Streets – A pair of documents published in 2007 and 2010 respectively that set out best practice design principles to be applied to the design of new or improved transport infrastructure, based on urban streets and lightly trafficked routes. Merseyside Local Transport Plan – A statutory document produced by Merseytravel and the five Merseyside Local Authorities that sets out Merseyside’s transport strategy together with an implementation plan of measures. Merseytravel – Acts as the Local Transport Authority and is responsible for public transport on Merseyside. Network Rail – Responsible for the management of the rail network including railway lines, stations and associated infrastructure. Private Road – This is a road that is not adopted and is maintained by the frontagers. Road Safety Audit – The Guidance set in Road Safety Audit (The Institution of Highways and Transportation) and HD 19/03 Road Safety Audit (Design Manual for Road and Bridges) sets out best practice in the undertaking of safety audits for new or altered highway infrastructure. Section 37 – Adoption under Section 37 of the Highways Act 1980 allows the developer to construct a new road and complete the development without the need for a formal agreement with the Highway Authority. The developer can then offer the new road to the Highway Authority for adoption.

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Section 38 Agreement – An agreement under the Highways Act 1980 entered into by the Local Highway Authority with a landowner and/or developer that sets out the obligations in relation to the adoption of highway and transport infrastructure resulting in the Local Highway Authority taking future management responsibilities for the infrastructure. Section 104 Agreement – Section 104 of the Water Industries Act 1991 provides for a water company to take over by agreement, the ownership and maintenance of any ‘sewer or sewer disposal work’. Section 106 Agreement – Section 106 of the Town and Country Planning Act provides for agreement to control the development or use of land. A Section 106 agreement can also be used to secure financial contributions from the developer e.g. to fund transport improvements or education facilities. Sections 116 and 118 (Highway Closures) – Sections 116 and 118 of the Highways Act 1980 enables the highway to be permanently closed (stopped-up) when the highway is deemed to be unnecessary. Section 228 (Adoption by Notice) – Section 228 of the Highways Act 1980 allows the Highway Authority to adopt by notice an area of land. The Section 228 procedure must only be used when the owner of the land is not known. Sections 247 and 257 (Highway Closures) – Sections 247 and 257 of the Town and Country Planning Act 1990 enables the highway to be permanently closed (stopped-up) when it is necessary to close the highway to enable development be carried out. Section 278 Agreement – Section 278 of the Highways Act 1980 provides for works funded by developers to be carried out on the existing public highway with the agreement of the Local Highway Authority Sefton Council – The Local Highway Authority and the Local Planning Authority with statutory duties under various legislative acts for the management of the local highway network and the local planning process in the Borough. Setting of a heritage asset – The surroundings in which a heritage is experienced. Its extent is not fixed and may change as the asset and its surroundings evolve. Elements of a setting may make a positive or negative contribution to the significance of an asset, may affect the ability to appreciate that significance or may be neutral. Significance (for heritage policy) – The value of a heritage asset to this and future generations because of its heritage interest. That interest may be archaeological, architectural, artistic or historic. Significance derives not only from a heritages asset’s physical presence, but also from its setting. Sub-base – This is the bottom layer of a road’s construction. Subgrade – This is the layer of naturally occurring material that a road is built on, or it can refer to material that has been used to create an embankment to build a pavement on. Surface Course – This was formerly known as the ‘wearing course’ and is the uppermost surface of a road which vehicles run on. Sustainable Drainage Systems – Drainage systems that are designed to minimise the amount of water that leaves the area being drained through a range of techniques designed to retain water within a development site, including sufficient storage capacity through the use of balancing ponds and wetland areas to reduce the impact of flooding.

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Sustrans – This is a charity that is responsible for the National Cycle Network. It funds projects that reduce motor traffic and encourages cycling and walking. Turning Head – This is a space, designed to allow vehicles to turn around without reversing long distances. Visibility Splays – These are the required sight lines at junctions and bends.

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Street Design Guide

References

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References A Guide to Definitive Maps and Changes to Public Rights of Way (CA142, Countryside Agency) BD 2/12 Technical Approval of Highway Structures (Design Manual for Roads and Bridges) BD 9/04 Design of Minor Structures (Design Manual for Roads and Bridges) BS EN 13201 Road Lighting BS3998: Tree Work Recommendations BS5489: Code of practice for the design of road lighting BS5837: Trees in relation to Construction (2005) BS5906: Waste management in buildings (2005) BS7671: I.E.E.Wiring Regulations BS5906: Waste management in buildings (2005) BS8300 : Design Of Buildings And Their Approaches To Meet The Needs of Disabled People Circular 1/09 – Guidance for Local Authorities (DEFRA) Cycle Parking – Sustrans Information sheet FF37 (Sustrans) Construction (Design and Management) (CDM) Regulations 2007 Design and Maintenance Guidance for Local Authority Roads – Provision of Road Restraint Systems on Local Authority Roads – UKRLG Design Manual for Roads and Bridges 2011 Design Principles for Blind and Partially Sighted People (2010) Disabled People Code of Practice (2009) Ensuring Choice of Travel Supplementary Planning Document – (Sefton Council’s Planning Department) DfT Transport Circular 01/2006 ‘Quiet Lanes and Home Zones (England)’ Regulations 2006 Green Space, Trees and Development Supplementary Planning Document – (Sefton Council’s Planning Department) HD 19/03 Road Safety Audit (Design Manual for Road and Bridges) Sefton Council’s, Conservation Area Appraisals Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure (DfT) (2005) Local Transport Note 1/08 Traffic Management and Streetscape (DfT) Local Transport Note 2/08 – Cycle Infrastructure Design (DfT) Local Transport Note 2/95 The Design of Pedestrian Crossings (DfT) TA90/05 (DMRB): The Geometric Design of Pedestrian, Cycle, and Equestrian Routes (Department for Transport) TAL 15/99 Cyclists at Roadworks (DETR 1999) The National Cycle Network Guidelines and Practical Details – Sustrans

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Manual for Streets 1 (Department for Transport) (2007) Manual for Streets 2 (Chartered Institute of Highways and Transportation) (2010) Merseyside Code of Practice on Access and Mobility (Local Authorities) Merseyside’s Cycling Strategy (Local Authorities) Merseyside Local Transport Plan Merseyside’s Rights of Way Improvement Plan (Merseyside Local Authorities) Mini-Roundabouts Good Practice Guide (ADEPT) National Joint Utilities Group Guidelines on the positioning and colour coding of Utilities’ apparatus. (NJUG Volume 1) National Joint Utilities Group Guidelines the planning, installation and maintenance of Utility Apparatus in proximity to trees (NJUG Volume 4) National Planning Policy Framework (CLG, 2012) Residential Roads and Footpaths – (ODPM Publications) Road Safety Audit (The Institution of Highways and Transportation) Secured by Design – (Association of Chief Police Officers) Sewers for Adoption 6th Edition – a design and construction guide for developers Specification for the Maintenance of Young Trees – (Sefton Council’s Leisure Services Department) Streets for All – North West – (Department for Transport/English Heritage) TA 82/99 The Installation of Traffic Signals and Associated Equipment (DMRB) TA 84/06 Code of Practice for Traffic Control and Information systems for All Purpose roads (DMRB) TD45/95 Geometric Design of Major/Minor Priority Junctions (DMRB) TD 50/04 The Geometric Layout of Signal Controlled Junctions and Signalised Roundabouts (DMRB) TD 54/07 Design of Mini-Roundabouts (DMRB) TD16/07 Detailed Guidance on The Design Of Roundabouts (DMRB) The Building Regulation (2010) Approved Document B, Volumes 1& 2 2007 (ADB) Traffic Advisory Leaflet 5/95: Parking for Disabled People Transport Act (2000) Tree Planting Specification – (Sefton Council’s Leisure Services Department) Traffic Sign Regulations and General Directions (TSRGD) 2002 Unitary Development Plan – (Sefton Council’s Planning Department)

Street Design Guide References