- For residents
- Schools, learning and early years
- Adult courses and learning
- Subsites
- Transport development management
The planning process aims to find a balance between:
- buildings
- landscape
- movement
Transport Development Management (TDM) input into this process.
Use this guidance alongside the Supplementary planning documents, practice notes and other planning guidance for developments.
This design guidance is a tool to help developers:
- meet the transport related elements of these policies
- create high quality street design
Developments should meet the council's Local plan policies.
Read pdf a summary of the planning policies (288 KB) TDM use.
This Transport Development Management Guide (TDMG) is not a Design Code. However, it will likely influence future planning design guidance when it comes forward.
We expect a future citywide planning design approach to show:
- how this street Design Guidance should be applied in different parts of the city
- how other planning considerations can be balanced with this street Design Guidance
Streets do more than give us a way to move around, as the Manual for Streets shows.
Any new streets we build need to be:
- a safe and easy way for everyone to move around, regardless of their age or physical ability
- healthy places, where people want to live, socialise, and explore
- an efficient use of land, allowing space for nature and trees to exist in public places
- distinctive, attractive and interesting
- easy and cost effective to maintain
Creative design can make sure new streets:
- allow reasonable levels of development, for example more housing
- carry out their legal functions, for example carrying traffic and allowing people to move around freely
To improve biodiversity and the environment, planning developments need to include:
- sustainable drainage
- trees and other planting, for example flowerbeds or grassed areas
If you use our guidance from the start of the process, you can include planting and sustainable drainage within street layouts. This uses the land more efficiently.
To help developers design new streets, we've created:
- the pdf Street Design Matrix (671 KB) , which sets out our design standards and expectations
- some pdf examples of good practice (42.17 MB) on how you might apply the Guidance in a suburban development
- design factsheets with more detailed advice
Designing to these standards will:
- make sure streets work for everyone who uses them, regardless of age, physical ability, or mode of transport
- give opportunities to include:
- planting
- parking
- street furniture
- parking
This will make streets enjoyable for everyone.
We'll look at each site and its specific circumstances and review it against our policies and guidance. We'd apply the street Design Guidance to the characteristics and constraints of the specific development site.
These guidelines set out our expected standards in line with local and national guidance. TDM will work with developers where departures from the standards can be justified, on a site by site basis.
Off street parking spaces and private drives guidelines
For street layout guidance, we've created:
- the pdf Street Design Matrix (671 KB) which sets out our design standards and expectations
- some pdf examples of good practice (42.17 MB) on how you might apply the Guidance in a suburban development
- design factsheets with more detailed advice
Our pdf off street parking and private drives guidance (210 KB) has detailed design requirements and guidelines for:
- private accesses
- driveways
- off-street parking spaces
Private accesses may serve up to five houses.
Street types and adoption criteria
Streets can be:
- private accesses, serving up to five houses: read the off street parking and private drives guidance [link to PDF]
- shared surface streets, suitable for very low speed and traffic levels: read the shared surface streets guidance [link to PDF]
- grade separated streets, suitable for all types of street: read the grade separated streets guidance [link to PDF]
Streets that serve more than 5 houses, or, in the case of flats, are likely to have a lot of traffic, should meet our design standards. We'd consider adopting these streets for ongoing maintenance.
We will not adopt a street:
- with five or fewer houses
- that does not meet our design standards
The principles of grade separated streets and shared surfaces
Grade separated streets have separate kerbed footways (pavements).
Shared surfaces have no distinction between footway and carriageway (pavement and road).
There are benefits to both categories.
The principles of shared surface streets and grade separated streets are covered in:
- Manual for Streets (DfT 2007)
- Manual for Streets 2
Since the publication of Manual for Streets and Manual for Streets 2, research and legislation show that, to be safe, streets must:
- be accessible, inclusive, and easy to navigate
- build in healthy transport options
- meet the needs of an ageing population
We believe that:
- in very light traffic streets, a shared surface design can be suitable
- in heavy traffic streets, a more traditional grade separated street design would be better
Find out more in the pdf Street Design Matrix (671 KB) .
Industrial roads guidance
Industrial roads are not classified as streets.
Find more industrial roads design information in our pdf Industrial Roads guidance (96 KB) .
Street types
Every street will be part of a network of different types of streets. Streets are arranged in a hierarchy based on:
- design
- function
- number of users
Early masterplanning of a development allows designers to work out how the street network might look.
How to use the Street Design Matrix
Streets are split into four types:
- type 1: primary streets: busy streets with a mixed use function, such as a high street
- type 2: secondary streets: mainly residential but have higher traffic, giving access to quieter residential streets
- type 3: tertiary streets: grade separated, quieter residential streets with less traffic
- type 4: tertiary streets: shared surface, quiet residential streets with very low traffic
The pdf Street Design Matrix (671 KB) shows the design standards and expectations for each type of street. It:
- sets out the essential adopted highway corridor requirements
- lists additional corridor requirements, such as buffer strips, street furniture
- specifies the minimum dimensions and further details for each of these requirements
The red bold text shows the standards we'll insist on.
Read the pdf Street Design Matrix (671 KB) alongside the accompanying factsheets in the Design Standards section.
The folder example streetscape layouts :
- give more context to the matrix
- show a variety of examples of good practice
The minimum dimensions will support sustainable development by allowing for short sections of narrowing in streets.
These narrowings can include green infrastructure or other street furniture and features, without impacting the safety or function of the street.
We will not support proposals designed to the minimum dimensions, without considering:
- green infrastructure
- improvements to the public realm
Designs that deviate from the standards set out in the matrix will be subject to a departures process. This is likely to add costs to the scheme for the developer.
To find out more about the departures process, email the Transport DM Team.
Over the years the needs of motorised traffic has in some instances taken priority over other more sustainable modes of transport.
This has resulted in worsening safety and environmental conditions for pedestrians, cyclists, public transport users and local residents.
When designing for any highway scheme, you must consider:
- safety
- all highway users
- sustainability and durability
- quality
Junction capacity
Capacity assessment modelling will be required to assess the effect of additional traffic generated by the development where it impacts on a junction or the wider highway network. Find out more in pdf section 2.1.4 of the TDMG (2.19 MB) .
We can provide advice on the appropriate modelling tool, though we have limited pedestrian data available. This means more counts may therefore be required to allow for pedestrians to be incorporated into junction modelling.
Information about traffic count data can be found on Traffic monitoring page or by emailing transport.data@bristol.gov.uk
Where there's a risk of conflict or capacity issues, it may be necessary to install traffic signals. These will be secured through a highway agreement and commuted sums will apply for any new or altered traffic signals.
Contact our Traffic Signals Team at traffic@bristol.gov.uk for all traffic signal design.
Junction spacing
Junctions are key points along the highway network where most conflicts and collisions take place involving all road users.
Good junction design should therefore provide sufficient capacity and convenience as well as safeguarding all road users.
See our pdf Junction Spacing and Treatment guide (186 KB) .
Visibility
Unimpeded visibility is necessary to ensure that all road users have a clear view of approaching traffic. If visibility is obscured, this can result in unsafe manoeuvres leading to conflict and potential collisions.
All requirements and guidelines are provided within our pdf Visibility guidance (227 KB) .
Specific design requirements for larger vehicles
Due to their size, special consideration must be given to larger vehicles to make sure that they can appropriately manoeuvre on and off the highway.
All requirements and guidelines are provided within our pdf Deliveries and Servicing guidance (118 KB) .
Emergency access
Developers must consult with the police, fire and ambulance services during the design and planning stages, particularly if their design limits access for emergency vehicles to any part of the development.
All requirements and guidelines are provided within our pdf Emergency Access guidance (91 KB) .
Turning and swept paths
Designers will need to ensure that vehicles can enter and exit new developments without overrunning non-carriageway areas. Overrunning can create damage and trip hazards, and intimidate vulnerable road users. Designers must consider:
- swept paths
- designing for the vehicles that are required to access the development
- junction radii
- turning heads
All requirements and guidelines are provided within our pdf Turning and Swept Paths guidance (142 KB) .
The design vehicles for each type of street are outlined in the pdf Street Design Matrix (671 KB) .
Traffic calming
Traffic calming measures reduce traffic speeds and improve safety.
It is better to design speed reducing features into the design of new streets rather than retro-fitting.
More considerations for traffic calming for new developments are provided within our pdf Traffic Calming guidance (129 KB) .
Gradients
Excessive gradients can prevent people being able to access developments, and can cause safety and drainage problems. Guidance on gradients in new streets is provided within our pdf Gradients guidance (139 KB) .
Designing for walking
Nearly all of us walk as part of each of our journeys. We want to make it easier to do this, as it supports health and reduces dependence on driving.
New developments must be safe and easy to use for all pedestrians, including those with mobility impairments as required by the Equality Act 2010 Go to https://www.equalityhumanrights.com/en/equality-act-2010/what-equality-act (opens new window).
For the purposes of this guidance, walking includes wheeling in a wheelchair, or mobility scooter.
We want our new streets to be safe and pleasant to walk or wheel for everyone using them. For example, we want new streets to:
- be safe and easy to understand for a child
- be easy to navigate for a person with dementia
- provide calm spaces for people with neurodiversity
- feel well-lit and overlooked to make sure women feel safe
We want to join up walking networks, and make sure there's permeability in development sites. Walking should be the most direct and convenient way of getting around.
Our Local Plan policies support the delivery of improvements to transport infrastructure, including a network that encourages walking and cycling. We expect developments to offer:
- accessible and pleasant walking environments within the site
- good connections to the surrounding walking and public transport network
Active travel is important to our physical and mental health. We will not support developments that inhibit, obstruct or otherwise preclude the delivery of safe, segregated and permeable walking and cycling routes.
Key design principles and details are provided within our pdf Designing for Walking guidance (877 KB) .
Crossing facilities
Where a development results in a requirement to cross a road, such as at a junction, crossing facilities will be required.
All pedestrian crossing points should be designed appropriately and consider all users, including children, older people and users with with mobility or visual impairments.
All details and requirements are provided within our pdf Crossing facilities guidance (205 KB) .
Designing for cycling
The investment we've made in cycling in recent years has:
- further cemented Bristol's status as the country's first Cycling City
- led to a significant increase in cycling
We should build and improve on this, in order to:
- reduce our reliance on fossil fuels
- meet our climate change goals
This is being reflected nationally where the level of priority and funding given to cycling continues to increase.
All developments should maximise the opportunities to support cycling through:
- safe and connected routes
- abundant and high quality cycle parking provision
- on site facilities such as showers, changing rooms and lockers for equipment, clothing and cycle maintenance
We're committed to:
- removing gaps in the existing cycle network
- actively pursuing additional links to serve new developments
The layout and design of a cycle route should aim to provide safe, direct, secure and visually attractive infrastructure. It should:
- avoid the sharing of space with pedestrians or heavily trafficked carriageways
- eliminate the need for cyclists to dismount
Cycling infrastructure should accord with Local Transport Note 1/20 - Cycle Infrastructure Design. It should take into consideration factors such as:
- location
- traffic volumes and vehicle speeds
- topography and scale of development
Our pdf Designing for Cycling guidance (1017 KB) has details on:
- key principles of cycle route design
- types of cycle routes
- cyclists at junctions
We expect all developers to become familiar with and incorporate into new development the requirements of our pdf Cycle Parking guidance (487 KB) and pdf Cycle Parking: supporting facilities guidance (70 KB) .
Public Rights of Way (PROW)
Public Rights Of Way are highways established in law, and are fully protected from being obstructed or diverted without proper authority.
The potential implications that any development may have for the existing PROW network need to be fully considered by the designer at pre-application stage.
All details are provided within our pdf PROW guidance document (156 KB) .
Over 40 million public transport trips are made in Bristol each year.
Improving access to public transport is critical to:
- connecting communities with services and reducing social exclusion
- providing the public with healthy and sustainable travel choices
- deterring the use of private car
- encouraging physical activity
- minimising congestion and improving air quality
We expect developments to provide suitable access to the public transport network and for developers to contribute towards improvements to public transport infrastructure, especially if the development relies on sustainable transport and low car provision.
These improvements could include making better links to stops, upgrading local bus stops, or providing bus routes or links.
Some larger developments may be expected to provide bus links or public transport hubs.
We consider developments to be within reasonable access to public transport facilities if they are:
- within a safe and easy 300m walk of a bus service which operates between the site and major areas of employment
- with a service frequency of at least every 20 minutes all day Monday to Saturday and a service on Sundays
We will not support developments that either inhibit, obstruct or otherwise preclude the delivery of our wider public transport strategies and goals, which are to enhance the coverage or frequency of services, improve the passenger experience and reduce public transport journey times.
Bus routes and bus stops
For major developments and masterplans and where clusters of high density development generate significant travel demand, we insist that these proposals are served by direct and uncongested routes for public transport. They will need to minimise bus journey times in preference to convenient access for general traffic. In some developments we will require enforceable bus lanes or bus only links.
The type and layout of bus stops and shelters will depend on the location of the stop along the route, the service using the route and passenger demands.
Our pdf Designing for buses (164 KB) guidance provides details of what we recommend and design principles for bus routes and bus stops.
When you're considering making any changes to bus routes or bus stops, you'll need to consider our pdf guidance on making changes to bus routes and bus stops (117 KB) which outlines some of the processes you need to be aware of.
Taxis
Facilities to allow drop off and pick up are required where a development is likely to generate a significant amount of taxi activity.
A designated taxi stand or set down drop off facility may be required. This will inevitably result in changes to waiting restrictions and consultation with taxi providers, so can take some time to design and install.
Early discussion with us is strongly advised.
Car, cycle and disabled parking requirements are set out in the Local plan and represent:
- the maximum number of spaces appropriate to the development in relation to car parking
- the minimum number of spaces appropriate in respect of disabled parking, electric vehicle parking and cycle provision
Parking surveys may be required if there's a shortfall of parking identified within the planning application that could have an on-street impact. For our guidance on how to conduct a parking survey, see our pdf Parking Survey Methodology (79 KB) .
Cycle parking
To encourage cycle use, it is important that you provide appropriate levels of cycle parking. It's unacceptable to provide uncovered or unsecure long-term cycle parking as this will not meet standards and will do very little to encourage active travel or achieve sustainable development. For detailed design guidance for cycle parking, see our pdf Cycle Parking guidance (487 KB) .
To make sure that cycling is an attractive option for commuting in all weathers and to encourage longer distance cycling trips, developments which contain businesses are expected to provide pdf supporting facilities (70 KB) such as:
- showers
- changing and drying facilities
- lockers
Car parking
Developments should design adequate space to reduce the impact of on-street parking on local streets.
General principles for car parking design for developments can be found in our pdf car parking design guidance (884 KB) .
For design guidance specifically for private parking spaces for residential developments, see our pdf off-street parking and private drives guidance (210 KB) .
Electrical vehicle (EV) charging
There are various things to consider with regard to EV charging, such as charging speeds, charging networks, the location and design of parking spaces and charge points, and the capacity of the electrical network to accommodate the level of charging required. All of these issues will need to be considered early on in the preapplication / application process. Our guidance for EV charging is currently in preparation, so please contact us if you need further advice.
The Local Plan (Policy DM23) sets out the number of charge points needed under current planning policy. However, you should also be aware of the requirements to provide EV chargers and / or cable routes for parking spaces associated with developments under Part S building regulations.
You can visit the Travelwest EV charging webpage Go to https://travelwest.info/electric-vehicles/charging-points (opens new window) for more information on charging networks.
Motorcycle parking
All developments should have motorcycle parking as outlined in our pdf motorcycle parking guidance (111 KB) .
Coach parking
Any proposal which includes coach parking will need to demonstrate that coaches can be adequately accommodated by providing vehicle tracking drawings. A 15 metre luxury coach should be used.
Development which generates coach travel, such as education, leisure, entertainment and hotel uses, will require bespoke coach drop off facilities.
Where significant coach parking demand is anticipated, parking provision for coaches will need to be met on-site.
Waste management
Household waste is collected by Bristol Waste Go to https://www.bristolwastecompany.co.uk/ (opens new window).
Their pdf guidance (4.33 MB) sets out the minimum standards you must meet when designing waste facilities for the storage and collection of refuse and recycling in domestic or commercial properties.
Our pdf Waste Management document (149 KB) summarises key design elements of this guidance which are relevant to good street design, particularly in relation to access to wast stores for:
- refuse vehicles
- refuse collectors
- residents and businesses
Underground utilities
The layout of all new development sites will be required to accommodate their own services. It is essential that you contact the relevant statutory undertakers for the installation or diversion of services as necessitated in new development.
You'll need to consider:
- routing of services
- service corridors
- existing underground services
- inspection chambers
- fire hydrants
- district heating
- electric vehicle charging
See our pdf Underground Utilities guidance (91 KB) for more details.
Drainage
A sustainable approach to drainage is essential to:
- lessen the impact of new development on flood risk
- build our resilience to flooding
- better manage water
- remove pollutants at source
Read our guidance on Flood risk and drainage for developers.
Our pdf drainage design guidance (137 KB) outlines key considerations when designing highway drainage. It also gives design details on:
- conventional drainage design
- public foul or surface water sewers
This is for circumstances when sustainable drainage systems are not suitable to use in the highway.
We have a standard palette of materials for highway construction to make sure that the highway can be maintained:
- adequately
- cost effectively
- safely
The type of material used on the highway should be considered at planning stage.
View the pdf Adoptable Highway Material Palette guidance (197 KB) which includes design considerations and specific materials.
See our Highway Features section for guidance on street furniture, such as bollards, lighting, planting etc.
If they are not carefully designed, highway features, such as street furniture and above ground utilities, can be both visually and physically intrusive and reduce the quality of the environment.
Within any design proposals we'll want to see a reduction in street clutter so we can:
- achieve a safer and more attractive environment
- reduce hazards for visually impaired people
The following documents set out design requirements and principles for:
The negative impacts generated by new schools including increased traffic, congestion, anti-social parking and highway safety concerns, must be minimised. Pre-application discussions are essential to allow sufficient consideration to be given to this form of development.
School developments which create significant additional traffic will be expected to deliver works to improve the local highway network and encourage travel by sustainable modes of transport, such as cycling and walking.
Our pdf School Development guidance (143 KB) details what we expect in terms of:
- transport statement and assessment requirements
- school travel planning
- likely infrastructure requirements
Green infrastructure is important because: it:
- looks attractive
- stores carbon
- provides habitat for wildlife
- reduces the impact of noise and air pollution
- helps to reduce flood risk
Street trees also provide shelter, summer shade and cooling.
The National Planning Policy Framework requires new development to contribute positively towards the natural and local environment. In terms of street design, the inclusion of planting and trees will play a significant role in achieving this aim. Street trees and planting:
- add to the character, quality and identity of places
- support nature and ecological enhancement
Read pdf guidance on how to incorporate green infrastructure into street design (838 KB) .
During the planning process, you'll need to get further specialist advice on:
- appropriate types of planting
- suitable arrangements for management and maintenance
p
Hot food takeaways and delivery services can lead to the presence of many short-stay customers and delivery drivers. This can lead to 'fly-parking', which is short-term but indiscriminate parking behaviour that creates safety issues, such as visibility obstruction or blocking the safe flow of traffic.
A lack of acceptable parking provision can also affect the surrounding area and local residents.
We will not support hot food takeaway and delivery proposals if there are highway safety concerns to the following highway features and circumstances (this list is not exhaustive):
- pedestrian crossings
- bus stops
- double yellow lines
- loading restrictions
- road junctions or sharp bends
- narrow or poorly aligned carriageways
- circumstances where drivers may be tempted to park on the footway
- areas with limited on-street parking space nearby
If you're unable to demonstrate that parking or stopping will be safe, we'll recommend refusal of your planning application.
Supporting documents
pdf Street Design Matrix (671 KB)
3.1.1 pdf Off-street parking spaces and private drives (210 KB)
3.1.2 pdf Grade separated streets (150 KB)
3.1.3 pdf Shared surface streets (132 KB)
3.1.4 pdf Industrial roads (96 KB)
3.2.1 pdf Junction spacing and treatment (186 KB)
3.2.2 pdf Visibility (227 KB)
3.2.3 pdf Deliveries and servicing (118 KB)
3.2.4 pdf Emergency access (91 KB)
3.2.5 pdf Turning and swept paths (142 KB)
3.2.6 pdf Traffic calming (129 KB)
3.2.7 pdf Gradients (139 KB)
3.3.1 pdf Designing for cycling (1017 KB)
3.3.2 pdf Designing for walking (877 KB)
3.3.3 pdf Crossing facilities (205 KB)
3.3.4 pdf Public Rights of Way (156 KB)
3.4.1 pdf Designing for buses (164 KB)
3.4.2 pdf Making changes to bus routes and bus stops (117 KB)
3.5.1 pdf Cycle parking (487 KB)
3.5.2 pdf Cycle parking supporting facilities (70 KB)
3.5.3 pdf Car Parking (884 KB)
3.5.5 pdf Motorcycle parking (111 KB)
3.6.1 pdf Waste management (149 KB)
3.6.2 pdf Underground utilities (91 KB)
3.6.3 pdf Drainage (137 KB)
3.7 pdf Adoptable highway material palette (197 KB)
3.8.1 pdf Highway features general principles (100 KB)
3.8.2 pdf Street lighting (146 KB)
3.8.3 pdf Bollards (121 KB)
3.8.5 pdf Advertisements (201 KB)
3.8.6 pdf Telecommunications equipment (69 KB)
3.8.7 pdf ATMs (cash points) (80 KB)
3.8.8 pdf Street bins (83 KB)
3.9 pdf School developments (143 KB)
3.10 pdf Green infrastructure, trees and soft landscaping (838 KB)
Transport Development Management (TDM) plays a vital role in the planning process by fulfilling the highway authority's statutory duty to respond to planning proposals that will:
- have an impact on existing movement networks and infrastructure
- involve the construction of new movement infrastructure
- require the enhancement of existing movement infrastructure
Early liaison between applicants and TDM is essential, particularly on larger schemes, to provide developers, landowners and the council's Property, Housing Delivery and Regeneration teams with certainty on the objectives and opportunities presented by each development. We'll take into consideration:
- adjoining sites
- local issues
- strategic objectives
This avoids missing opportunities and makes sure there is a coordinated approach to land-use planning that will deliver connectivity and improved health outcomes across the city.
On occasion, particularly for major sites, we may insist that developers consult with us informally before submitting a pre-application enquiry where we know there are major constraints or strategic objectives which need to be considered before any design work. In each of these cases we'll request and orchestrate this dialogue through the planning case officer so these matters can be highlighted and understood.
To the right of this page you'll find detailed information (sections 2.1.1 to 2.1.8) on our expectations of the pre-application process, including:
- the importance of good masterplanning
- our requirements for scoping and assessment
- the necessity of highway improvements and the recommendations we make
The accompanying Transport for New Homes checklist and parking survey appendices are also relevant to this stage of the process.
TDM represents a broad remit of highways and transport interests. As a result we must consult a range of specialist officers and engineers outside of TDM to provide a holistic and consistent response to pre-application enquiries.
We prefer to do this at the pre-application stage to give greater and more timely certainty to your planning applications.
A summary of the key internal consultees whose concerns we represent is provided below and whose views we obtain through the Planning Application Management (PAM) process.
City Transport
- Transport Policy, Strategy and Bidding; Major Transport Projects
- Public Transport Infrastructure
- Area Traffic Engineering and Road Safety, Walking and Cycling
- Traffic Regulation Orders
- Travel Planning, Special Projects and Engagement
- Flood Risk, Data and Intelligence
Traffic and Highways
- Highway Maintenance and Asset Management
- Bridges and Structures
- Street Lighting
- Network Management
- Traffic Signals and Urban Traffic Control
- Public Rights of Way
- Parking Services and Enforcement
- Operations Centre and BNET/Connect City Telecommunications Infrastructure
Once we have provided our pre-application comments, planning officers must then balance these recommendations with the views of other specialist disciplines including:
- architecture and urban design
- placemaking
- heritage, conservation and archaeology
- ecology, arboriculture and landscape design
One of the most important internal consultees we must liaise and reach agreement with is the City Design Group (CDG) whose remit spans across each of the above disciplines.
Given the inter-relationships between placemaking, movement and connectivity, it's crucial that an applicant receives a joined-up response from the planning case officer that seeks to combine the recommendations of TDM and CDG in the interests of consistency.
Similar to the planning application process, it's for this reason that we're unlikely to respond directly to applicants or their consultants in isolation from the views of our colleagues on a pre-application enquiry, unless this has been expressly agreed by the planning case officer in advance.
This is why we require pre-application enquiries to be made in sufficient time before a planning application, so we can effectively aid both the developer and the council in achieving efficiency when a formal proposal is submitted for planning consent.
Our role is to critically assess planning proposals from a spatial perspective. The following are of principle concern:
- safety - resisting harmful impacts
- health - supporting and promoting active and sustainable modes of travel
- delivery - overseeing the provision of safe and maintainable infrastructure
We'll resist development proposals that fail to fulfil each of the above considerations.
The Transport Development Management Guide (TDMG) Section 2.2 concentrates on the process of determining a planning application, the recommendations made by TDM, and the necessity of conditions and obligations.
This is because we require applicants to have already considered and discussed their proposals and the transport implications of these with us at the pre-application stage. This allows for an agreed form of assessment and an emerging transport package to be discussed and formulated before a formal (and public) planning submission.
It is likely we will reject the findings of an application or accompanying assessment that is submitted independently of our prior input.
For further detailed information on our application processes, including commenting on applications, developer negotiation, securing conditions and agreeing obligations, refer to pdf 2.1.1 Planning Application stage (385 KB) process, found to the right of this page.
Transport Development Management (TDM) works with developers, consultants, architects and engineers during all stages of development, from concept through the pre-application and planning process to construction and certification.
To make this effective our team includes town planners, transport planners and highway engineers, each of whom bring specialist expertise at each stage to ensure that development works are safe, accessible and constructed correctly.
These planning and engineering functions were brought together to deliver a consistent service.
Process
TDM fulfils the council's responsibility as technical approval and inspection authority for all developer-delivered works to new and existing highway.
To protect the public purse from future safety and maintenance liability, we insist that all works undertaken by developers are done so in accordance with the following process. These incorporate our design requirements and standard details, as confirmed in the Transport Development Management Guide(TDMG) Section 3 and covered by a legal agreement pursuant to the Highways Act 1980, most commonly referred to as section 278 agreements (for works to existing highway) and section 38 agreements (for the creation of new highway).
These processes have seven stages:
- Planning Condition Discharge
- Legal Process and Payment of Bond and Fees
- Technical Approval
- Construction and Inspection
- Partial Completion (section 38 agreements)
- Substantial Completion and Maintenance Period
- Final certification and adoption
This process ensures the timely and satisfactory delivery of highway works that conform with our minimum requirements for safety, adoption and maintenance.
You will find more information about our section 278 and section 38 processes within parts 2.3.2 and 2.3.3 of the TDMG, accessible to the right of this page. Of particular importance are the pdf Highway Design Checklist (158 KB) and the document Section 278 application form (611 KB) , which we require developers, engineers to become familiar with.
Central to this is obtaining design technical approval from TDM and the approval of works on site following inspection.
A bond or surety must be secured for all new highway works, along with the payment of our technical approval, supervision and inspection fees.
Why we do this
We have an obligation to protect the public through ensuring works to our existing and future assets are carried out safely and under our supervision.
Failure to follow these processes has in the past led to unapproved and therefore deficient highway excavations and works, which in the short-term have delayed development and in the medium-long term have resulted in the following problems, not all of which are immediately visible.
- Safety hazards - leading to personal injuries, collisions and damage to vehicles
- Geometry - inadequate widths resulting in damage to footways and landscaping
- Carriageway defects - uneven or incorrectly laid / mixed surfaces
- Incorrect materials - resulting in structural failures reducing the lifespan of the asset
- Drainage issues - resulting in pooling, flooding and water damage
- Signage and lining - missing signs or road markings resulting in confusion or illegibility
- Obstructions - poorly placed street furniture and blockages to visibility and movement
- Lighting - incorrect specification or positioning leading to dark spots
- Parking - poorly located or sized parking leading to footway damage / visibility issues
- Gradient - inaccessible environments or risk of vehicle skidding in freezing conditions
- Structures - undermined highway stability resulting from unapproved excavation works
In each case, and depending upon when these matters are picked up, the above situations can result in considerable additional costs to both the developer as well as the council. This can result in the need for removal and reconstruction of works, or through future liability to the public purse.
We will raise any of these issues as soon as we are aware of them, whether this is at concept / pre-application stage, during the course of an application or at the post-permission stage. This is reliant on the quality and detail of the information, designs and supporting information we receive.
No time is too early to raise these matters. The greater the level of detail provided early on in the process, the greater the chance you have of benefiting from a swift approval, inspection and certification process, and, most importantly, the completion of safe and reliable infrastructure to serve the occupiers of your development.
At the pre-application stage we strongly advise you to refer to pdf TDMG section 2.1.4 (2.19 MB) and the section headed Existing Site Constraints section so that any challenging issues are addressed head-on and in so doing avoiding future pitfalls which add time and cost to a project.
We will not agree or certify engineering works which would either fail to meet our construction standards, result in a safety problem or generate a future maintenance liability to the council.
Process documents
pdf 2.1.1 - Concept and Masterplanning (385 KB)
pdf 2.1.2 - Form of assessment (155 KB)
pdf 2.1.3 - Transport Assessments and Travel Plans (987 KB)
pdf 2.1.4 - Transport Assessment content (2.19 MB)
pdf 2.1.5 - Sustainable transport interventions (186 KB)
pdf 2.1.6 - Safety assessment (71 KB)
pdf 2.1.7 - Parking impacts and interventions (247 KB)
pdf 2.1.8 - Pre-application recommendations (54 KB)
pdf 2.2.1 - Planning application stage process (152 KB)
pdf 2.3.1 - Discharge of planning conditions (173 KB)
pdf 2.3.2 - Works to the highway, Section 278 process (278 KB)
pdf 2.3.3 - Creation of new highway, Section 38 process (392 KB)
document Appendix - Transport for new homes checklist (51 KB)
pdf Appendix - Parking Survey Methodology (79 KB)
document Appendix - Major Section 278 Application Form (611 KB)
document Appendix - Minor Section 278 Application Form (611 KB)
pdf Appendix - Section 278 Process (Detail) (814 KB)
pdf Appendix - Highway Design Checklist (158 KB)
pdf Appendix - BCC standard detail drawings (9.71 MB)
pdf Appendix - Schedule of Fees 2023 to 2024 (158 KB)
The importance of delivering high quality and sustainable development is incumbent upon the development industry and Bristol City Council is working in partnership to achieve this. The Transport Development Management Guide (TDMG) sets out how the Transport Development Management function works within the planning process to achieve these goals.
Bristol City Council has an environmental and legal commitment to deliver a healthy city for its inhabitants in addition to a statutory obligation to ensure that the transport network is accessible, well maintained and safe. The following considerations have influenced our policymaking in recent years and will continue to be our key strategic aims for the foreseeable future:
- delivering cleaner air
- improving physical and mental health
- reducing social exclusion and transport inequality
- prioritising walking and cycling
- successful placemaking
As our corporate aims are to achieve sustainable growth in a manner that enhances rather than worsens our environment, transport, movement and connectivity must therefore be central to planning decisions.
We have invested significant resource and funding into delivering transport improvements across Bristol and the wider city region to better accommodate existing and future housing and employment growth, in collaboration with our City Design team and neighbouring councils and public transport providers. This has resulted in the following projects which are either delivered, or are in development:
- MetroWest Go to https://travelwest.info/projects/metrowest (opens new window) rail packages 1 and 2, including:
- new stations at Portway, Portishead, Pill, Ashley Down, Filton and Henbury
- MetroBus routes M1, M2 and M3, including:
- South Bristol link road;
- City Centre remodelling, and
- Bus-only routes at Ashton and adjacent to the M32
- Temple Circus remodelling
- Muller Road public transport priority and improved connections to Lockleaze
- Bedminster Green bus, walking and cycling improvements
- A37 and A4018 improvements to walking, cycling and public transport infrastructure
- pedestrianisation of the Old City and closure of Bristol Bridge to general traffic
- Liveable Neighbourhoods
- Local Walking and Cycling Infrastructure Programme (LCWIP) Go to https://www.westofengland-ca.gov.uk/what-we-do/transport/local-cycling-and-walking-infrastructure-plan/ (opens new window)
- Mass transit studies and future MetroBus options assessment
We have delivered a lot, but there is still much more to be done. The city is experiencing a chronic shortage in housing, particularly for the most vulnerable people. Over the coming years, our remit is to deliver new and affordable housing for the existing population where many are currently unable to rent or buy their own home. Added to these pressures is the need to provide employment, education and training for a growing population.
For growth to be delivered successfully, and to avoid the negative outcomes that have been the legacy of previous poorly-located and poorly-served patterns of growth, we must ensure that new development is sustainable, which means minimising the impact on existing and future generations.
Transport Development Management expects all new development to be suitably located and have access to the best walking, cycling and public transport facilities. In doing so, we can work in partnership with developers to minimise the negative health effects of continued reliance on private car travel and other travel behaviours that harm our environment and our people.
In preparing the TDMG, regard is held towards the Brundtland Commission Go to https://sustainabledevelopment.un.org/content/documents/5987our-common-future.pdf (opens new window) report, entitled: Our Common Future, which in 1987 defined the description of sustainable development as “meeting the needs of the present without compromising the ability of future generations to meet their own needs.” Similarly, it has been necessary to take into account the World Health Organisation's requirement for Health in all Policies Go to https://www.who.int/publications/i/item/9789241506908 (opens new window), focussing on achieving success for all partners in tackling specific issues, such as transport and housing, by targeting key policy areas that have significant health impacts.
Where we feel new development proposals will not meet these objectives or fail to exploit or maximise healthy patterns of movement, we will challenge or reject such planning proposals.
The Transport Development Management Guidance (TDMG) is for planners, architects, engineers, housebuilders, householders, consultants and others involved in the delivery of new development.
The guidance is made of separate pages and downloadable information sheets for ease of use and updating when necessary.
The TDMG takes into consideration the lifetime of a development to avoid negative consequences both now and in the future.
Our aim is to make sure the planning process prioritises and promotes healthy environments and lifestyles for our existing and future citizens.
We require new developments to prioritise walking, cycling and public transport use.
TDMG Structure
Policy and Strategic Background
How and why policy influences our assessment of development proposals regarding the wider transport context, links to other strategic and policy documents, why our guide is necessary and how to use it.
Processes
To provide clarity on what we expect from applicants at all stages of the planning and construction process: from concept stage through pre-application, to planning negotiations and achieving a successful and effective decision, and finally to the legal statutory processes required to obtain technical approval and certification of new street works.
Design Guidance
To provide confirmatory design guidance covering: the minimum design specification and requirements for new and existing highway, the minimum infrastructure requirements to meet the specific needs of development, and relevant signposting towards specific legal, engineering and technical information standards.
The priorities and interventions within the TDMG aim to make sure that developers:
- create healthy and accessible environments
- deliver new street works efficiently
Following the guidance and discussing the approach can prevent:
- delays to development
- prolonged and over-running roadworks or street closures
- consequences impacting time, liability and costs
![City hall from Park Street looking towards the cathedral on a sunny day](/images/Subsites/Transport%20Development%20Management/City_Hall_homepage.jpg)
![Floating harbour on a sunny day with the Watrshed on the right hand side and the M Shed cranes in the background](/images/Subsites/Transport%20Development%20Management/Cycling_homepage.jpg)
![A metrobus in early evening](/images/Subsites/Transport%20Development%20Management/Metrobus_homepage.jpg)
Bristol City Council's statutory requirement to assess the transport impacts of development
The quality of our built environment affects each of us. Bristol City Council is committed to:
- delivering an environmentally healthy city for our communities and visitors
- ensuring that our transport network is accessible, well maintained and safe, creating an inclusive city by connecting people to jobs, education and leisure opportunities
In terms of transport and movement, this means the ability to move around the city in the healthiest, most efficient and least harmful way.
We therefore need an environment that maximises physical activity and prioritises public transport to:
- reduce pollution and improve environmental quality and safety
- foster a healthy population as a direct result of increased walking and cycling
Transport Development Management (TDM) role
TDM represents the Highway Authority’s role as a statutory consultee to the planning process, and as the technical approval and inspections authority for street works resulting from new developments.
Our role is to make sure that all new developments fulfil the following policy requirements:
- contributing to successful masterplanning
- making physical and financial contributions to healthy and sustainable transport infrastructure
- making walking and cycling the easiest travel choices
- avoiding negative and harmful transport impacts
- delivering safe, accessible and maintainable new environments
Land-use planning has a vital responsibility in making this happen by ensuring that only high quality and accessible environments are delivered.
TDM seeks as early an involvement as possible with developers and throughout the planning and construction process to realise the following benefits:
- drawing on TDM’s knowledge of the city and our strategic planning and transport priorities, ensuring opportunities for connectivity are not missed
- devising, scoping and agreeing requirements for the assessment of development proposals
- through the above, enabling high quality planning submissions that deliver accessible environments, increasing the likelihood of a swifter, more efficient and positive planning determination
- setting out our requirements for the scope and design of new street works and infrastructure to support development
- following the correct processes and procedures required to achieve technical approval and the successful sign-off of highway engineering works required for development
Support we can provide
Our officers provide transport-related planning advice to:
- planning officers
- developers
- architects
- consultants
- engineers
- householders
- local community groups
In that capacity, we:
- advise on the transport and movement aspects of planning applications
- secure investment for infrastructure through negotiation with developers
- give advice to elected members at planning committee and other briefings
- help to shape planning and transport policy
- as a last resort, represent the highway authority at planning inquiries and appeal hearings
Our engineers are involved on a daily basis with developers and contractors. They fulfil the post-permission requirement to ensure the safety and maintainability of all highway works undertaken as part of development.
From time to time TDM may seek greater detail at the planning stage than usual to protect both the developer as well as the highway authority from future liability, delays and additional costs.
We do this in the interests of meeting our mutual objectives of delivering new homes, jobs and community infrastructure as swiftly and efficiently as possible.
Relationship with the One City Plan
The One City Plan Go to https://www.bristolonecity.com/ (opens new window) sets out the future vision of the Bristol we want to live in by 2050. With the collaboration of citizens, experts and other partners, our shared objectives are to achieve an inclusive, sustainable city that puts carbon neutrality at the heart of our future.
TDM has an important role to play in a number of the priority themes Go to https://www.bristolonecity.com/dashboard/ (opens new window) identified in the plan, making sure that new development delivers the best in terms of:
- connectivity
- health
- economic benefits
The One City Climate Strategy Go to https://www.bristolonecity.com/wp-content/uploads/2020/02/one-city-climate-strategy.pdf (opens new window) sets out the urgent need for a carbon neutral climate resilient Bristol by 2030. Central to its aims are:
- a 40% reduction in vehicle miles
- cleaner air
- preserving, enhancing and increasing tree canopy cover
Relationship with the council's Corporate Strategy
The Corporate Strategy Go to https://www.bristol.gov.uk/policies-plans-strategies/corporate-strategy (opens new window) sets our contribution to the city and is our key strategic document. Transport Development Management Guidance (TDMG) aims to help the city meet the following corporate objectives:
- accelerating the delivery of new homes (especially affordable housing) across the city
- improving physical and geographical connectivity, tackling congestion and progressing towards a mass transit system
- delivering high standards of physical accessibility, becoming a city that is safe and open for everyone
- reducing social isolation and helping connect individuals and communities socially
- improving physical and mental health and wellbeing
- Schools, learning and early years
- School admissions
- School closures
- Find a school
- School term and holiday dates
- Early years and childcare
- Special educational needs and disability
- Education outside mainstream schools
- Free school meals and school travel support
- Adult courses and learning
- Information for young people in Bristol
- Children in care or previously looked after children
- Governing schools and academies
- What the council spends on schools
- Complain about a school