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Highways information [v]

Information on your highways.


This section covers highway improvement schemes that range from simple signing or lining changes, to junction improvements, pedestrian crossings or even more complexed traffic calming schemes. Schemes can fulfil many priorities; for instance a pedestrian crossing can make it safer to cross the road, help reduce vehicle speeds and improve access to local amenities.

The majority of schemes are data led and supported by clear evidence that intervention is required.

Prioritisation of schemes


  • Collision reduction
  • Public transport benefits
  • Routes to school and community facilities
  • Cycling
  • Air quality
  • Congestion
  • Environmental benefit
  • Public satisfaction
  • Ongoing maintenance liability

The prioritisation process splits schemes up into the four key Local Transport Plan (LTP) themes – Road Safety and Crime Prevention, Congestion and Pollution and Regeneration, Accessibility, and Quality of Life.  The current emphasis is focused on the delivery of safety / collision reduction schemes.  Each scheme is scored against each LTP target; some targets are weighted to reflect GCC or Government priorities, and this is then multiplied by the number of users who will benefit.  A collision savings calculation is added in (using average cost of a collision and anticipated collision savings) and then the score is divided by the cost to ensure that cost effectiveness is taken into account. Larger, more strategic schemes have additional policy considerations taken into account.

Types of schemes

Safety Scheme

These are of two distinct types:  

Collision remediation scheme – developed with our Road Safety Partnership Team to focus on locations with a recorded collision history.

General safety schemes - generally identified by local councillors, Police, community groups or individuals, and are assessed and then, if required, prioritised by our priority assessment process.    


Instigated by private developments that require highway improvements to facilitate the Related Scheme development, or to mitigate the impact it has on the network. Section 106 monies are

negotiated through District Council planning teams in consultation with our Highways

Development Management Team. These monies are then used by us to build schemes. In some cases the developer will build the scheme in accordance with our standards and guidance




Schemes addressing issues relating to the management of the highway network or controls over network users.




Generated from the ‘Community Highways Offer’ for bespoke highways items that community deem to be high priority and are willing to part fund providing they are in line with policy and guidance.

Highways Local        


Schemes requested by County Councillor through the ‘Highways Local’ initiative and the Councillors funding allocation - see separate section in the pack titled: Highways Local.

Parking Strategy        Schemes

Delivered by the council’s TRO Team, in order to manage the strategic demand for on-street parking over an area wide approach e.g. market town, busy town centre.  

Time taken to deliver a scheme 

Schemes can take, in some instances, several years from identification to delivery. The three main factors to take into consideration are engineering complexities (e.g. diverting utility equipment), external factors (for example, securing external funding) and consultation - by far the biggest factor and which varies for all schemes.


Consultation can be key in order to achieve community buy-in, to seek local input to help the design process and in some cases is a statutory requirement. It can lead us to modify, redesign or even abandon our proposals. However, some simple road safety led, signing and lining schemes will not require consultation but will be shared with the local community through Councillors and Parishes.  Consultees will normally include, but not limited to:

  • Police, Fire and Ambulance Services
  • County, District, Town and Parish Councils
  • Road Haulage Association, Freight Transport Association
  • Residents / Resident Groups, Action Groups (Mobility, Cycling, Taxi, CPRE) etc
  • Chambers of Commerce

Traffic Regulation Orders (TROs) - undertaken by the Council’s TRO Team

Some schemes require TROs, for example, speed limits, on-street parking, weight limits. In such cases consultation is not only beneficial but a statutory requirement with the following due process: 

  • undertake consultation with interested parties to adapt the proposed scheme
  • advertise and give notice of the proposed TRO
  • consider and resolve any representations in support or objection (see below)
  • inform any objectors as to the decision of the Council
  • seal the TRO to make it operational and implement the scheme - issue a notice to say it has become operational.

Resolving representations (objections)

Schemes draw many views from the community. In the case of TROs there is an advertisement period in which representations can be lodged. Objections must be resolved before the TRO can be made as follows:

  • Overcome through discussions with the objector so that the objection is withdrawn - this may involve modifications to the scheme design and re-advertising the TRO.
  • Over-ruled if deemed to be ‘minor’ via the Council’s Delegated Powers and where the scheme is deemed to be in the interests of the wider community.
  • Discussed in public by a Traffic Regulation Order Committee of Members who make a recommendation to the Council’s Commissioning Director who makes a final decision to proceed with, modify or abandon the TRO.
  • This process must be followed diligently and hence can mean that it is not possible to predict with any certainty when a TRO scheme will be implemented.


Surface Course

Provides skid resistance and ride quality. May provide minor structural contribution.

Binder Course



Main structural layer.  Spreads stress over foundation.  Should be impermeable.



Second structural layer.  Insulates subgrade from frost.

Capping (if required)

Protects weak subgrade.


Underlying ground.

depends on which layers of the construction have failed and what type of failure has occurred - this determines the treatment type.  As might be expected, the general rule is that the more that has to be excavated, the more extensive and expensive the treatment.

Prioritisation of schemes

Schemes are prioritised by the Capital Structural.

Page updated: 18/10/2021 Page updated by: GCC

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