Making it Happen: G3 Pavement and Specification 2023

Overview
This part of making it happen includes advice, guidance and information about the highway
pavement and specification requirements for residential developments.

The thickness of foundation and pavement construction for industrial and commercial roads is
not covered by this section. For these roads the design must be determined in accordance with
the latest version of the Design Manual for Road and Bridges, for the estimated volume of
traffic, as agreed with us.

General
The information in this section must be read in conjunction with the advice given in the main
document and other sections of making it happen.

For work in environmentally sensitive areas, early joint discussions with the local District
Planning Authority are essential to achieve good design solutions.

All materials and workmanship must be in accordance with all appropriate Standards and
Specifications (e.g. European Standards, British Standard Specifications, Volume 1 of the
Manual of Contract Documents for Highway Works [SHW], etc), current at the time of
completion of the appropriate Agreement, as amended by the Kent Standard Contract. Where
available all materials must have a CE mark.

Amendments and additions to the Specification are included here, but it will be necessary for
you to prepare certain appendices relating to the site, for approval by us, and for incorporation
into the relevant agreement.

Where documents are superseded or amended our Model Agreement may be adjusted with our
permission.

Material Types

Roads are typically built with a foundation of granular sub-base and capping materials, with the
upper layers constructed in bitumen bound materials. The top layer provides the impermeable
and skid resistant surface to the road and is normally bitumen bound.

Footways are generally constructed in bitumen bound, block paving or small element paving
materials. Paving slabs larger than 400 x 400 mm sq and other surfacing materials may be
used, in appropriate locations, with our approval.

Materials and techniques specified in this section are those that are commonly used. However,
alternative materials and techniques for road construction, that are not included within this
section, may become widely available and will require our approval prior to use.

Where you propose to use materials that fall outside the scope of this document, you will be
required to make a detailed proposal to the Asset Manager using our Technical Approval
Process for Highway Assets in good time to permit their evaluation and approval prior to the
relevant work proceeding. Your proposal will need to demonstrate that the materials offer a long
lifecycle, lower lifecycle costs, and ease of maintainability. A commuted sum may be applied
where the use of such materials will result in increased future maintenance costs.

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 Making it Happen: G3 Pavement and Specification 2023

In the selection of materials for your proposal, we recommend that you consult with our
supplementary Standard Palette of Materials which exemplifies materials that have been
successfully used on previous development sites.

Tests

You must make arrangements with a UKAS accredited testing laboratory for such site tests and
investigations as may be required. Testing should be conducted in advance of the design, prior
to construction of the works and at various stages throughout the construction.

All site testing during the construction phase must comply with the latest version of our ‘Material
Testing Requirements’, a copy of which may be obtained from the Proper Officer.

You must:

• ensure that your selected testing laboratory, including any other testing laboratory used
by your contractors and sub-contractors, has UKAS accreditation that is specific to each
of the tests that they are required to carry out; the test must appear in the laboratory’s
UKAS Schedule of Accreditation.

• ensure that the test results, materials’ source approval and any necessary
manufacturers’ certificates are submitted to the Proper Officer in a timely manner for
approval;

• make available during the construction of the works, such samples of materials as may
be required for testing, and where necessary permit our inspection staff access to carry
out in situ tests of road materials and checks on finished construction to verify
compliance with the Specification; and

• provide such assistance and equipment as we may require - such as a chainman,

labourers, instruments or tools. You are responsible for the costs associated with all
such tests and assistance.

Our inspection staff may require you to open up the works to take cores or dig trial holes, and
carry out tests at your own expense to determine the quality of the works to our satisfaction

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Road Preliminaries
General

All areas of the new road to be adopted must be designed and constructed in accordance with
the approved plans, the agreement and the requirements of this document.

Wherever possible road designs must include alternative construction thicknesses, which make
the maximum use of the material available on the site for capping layer and sub-base.

The use of construction materials from sources that maximise the amount of recycled materials
is strongly recommended.

We may request detailed method statements and techniques to assess that the proposed
construction materials are satisfactory, particularly where you choose to use recycled and site
resourced materials. The road construction must satisfy 4 structural functions. These are:

1. provide construction access routes for the building works;

2. provide a layer of sufficient stiffness so that subsequent layers can be compacted
properly;
3. ensure that traffic loads during the life of the road do not exceed the capability of the
construction to resist them without rutting or cracking; and
4. provide adequate protection for frost susceptible soils.
We have provided alternative designs in this section to assist you in selecting the most
appropriate construction to satisfy all these requirements. Additionally, we are committed to
sustainable construction practices, whereby methods which use the minimum amount of
quarried aggregate, use recycled materials and waste as little of the site arising material as
possible, are preferred and recommended. Where the road is to be used for construction
access, you must ensure that the subgrade and paving materials are not overloaded, as
evidenced by surface rutting. This will require that you have knowledge of the strength, of the
existing subgrade at the time of construction.
Long term strength of the subgrade may be considerably different from that existing at the time
of construction. In the summer months it is likely to be higher, at other times possibly lower. The
long term strength of the subgrade is evaluated using the equilibrium CBR. This should be
estimated in the Laboratory through soil classification testing including the determination of the
plasticity index for cohesive soils.
You will be expected to use information collected through your site investigations to
anticipate the thickness of your road foundation for design purposes. You will then be
expected to carry out further testing just before construction commences along the road
formation to establish the actual thicknesses required and adjust the design accordingly.

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Site Investigations
Before any proposals are submitted for approval, a geotechnical investigation must be carried
out in order to assess a number of design issues, including the following:
Disposal of surface water run-off:
• Depth to water table/perched water table;
• Chemical contamination risk assessment;
• Suitability of strata for soakaway discharges in accordance with the latest edition of our
Soakaway Design Guide;
• Suitability of strata for features designed to delay discharge to watercourses e.g swales and
lagoons;
• Consultation with the Environment Agency; and
• Impact on adjacent developments landslips, slopes etc.

Sub-soil drainage:
• Depth to water table/perched water table;
• Possibility of chemical attack on concrete pipes;
• Control of piping of fine grained soils;
• Treatment of solution features below drainage runs; and
• Impact on adjacent developments landslips, slopes etc.

Earthworks:
• Cutting/embankment fill side slopes;
• Frequency and treatment of solution features in cutting slopes;
• Limits for earthworks acceptability/recycling on-site materials;
• Chemical contamination risk assessment;
• Need for ground improvement of foundation soils;
• Impact on adjacent developments; and
• Geotechnical certification for strengthened embankments/reinforced structures.

Road thickness:
• Subgrade strength established through soil classification, plasticity index and appropriate
CBR testing
• Frequency of treatment of soft spots, features, underground caves etc;
• Differential settlement risks/ need for ground improvement;

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• Suitability of subgrade soils for in-situ lime/cement stabilisation (if required); and
• Shrinkage swelling potential over consolidated clays (particularly where trees are
removed).
The geotechnical site investigation must be carried out in accordance with the requirements set
out in ‘Guidelines for Good Practice in Site Investigation’. The scale of the investigation will
depend upon the scale of the project, but should typically comprise a desk study followed by a
ground investigation.
The desk study is beneficial, even for small developments, with valuable data available from
Well Records, published records, geological maps and memoirs, aerial photographs, local
libraries, local District Planning Authority landfill databases, Speleological Society records and
aquifer protection maps.
This literature search will help you optimise and accelerate the planning of the ground
investigation and the subsequent design and construction process.
A separate chemical contamination risk examination must be undertaken for the whole
development where necessary.
An environmental assessment study must be carried out to identify flora and fauna affected by
the development and the steps to be taken to protect and conserve the species at risk. You
should discuss any specific requirements with the Proper Officer.
The road design is based on the strength of the sub-grade to satisfy structural functions, both in
the construction phase (the short term) and the post construction phase (the long term). The
long term strength of the subgrade must be estimated by determining the plasticity index and, if
found to be non cohesive, the California Bearing Ratio (CBR) established using appropriate
testing methods.
Prior to laying the capping layer and/or sub-base materials, the existing ground must be
checked to ensure the construction material thicknesses are correct and that the sub-grade can
carry the required loads.

Sub-soil drainage
Where there is a possibility of the water table rising to within 600mm of the formation level, you
must design a suitable drainage system to prevent this happening.

Earthworks
All turf and topsoil must be removed from the formation of the new road. It must be stored
carefully on site up to a maximum of 2m in height to prevent deterioration and contamination
with sub-soil etc and wherever possible be reused within the site.
Less material needs to be removed where in-situ stabilisation methods are used on the existing
soil. This prevents large amounts of granular capping layer being imported.
All other organic materials within the site must be identified, removed and disposed of with our
approval. Wherever possible these materials must be reused within the site, in the construction
of appropriate mounds or landscaping features.

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All highway areas must be excavated or filled to ascertain the agreed formation level. Where
local areas are uncovered, which are softer than the general sub-grade, they must be excavated
out to a depth appropriate for the soft area and backfilled with a suitable earthworks material.
Where soft areas exceed 25% of the total area of the highway, the whole area must be reduced
in level and backfilled with suitable material.
All unsuitable materials, other than organic materials, must be considered where treatment
permits, for use in the carriageways, footways, verges or other parts of the site. You can only
remove surplus materials from the site with our permission.
Service ducts and pipework
Service ducts and pipework must, wherever possible, be located outside the road. Where this is
not possible, service crossings must be installed prior to construction and protected from
damage.
You must ensure that all services are installed in accordance with the requirements of the New
Roads and Streetworks Act 1991.

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Road Sub-Base and Capping Layer

Sub-Base and Capping Layer design thickness
For Industrial and Commercial Roads, the thickness of sub-base must be determined in
accordance with the latest version of the Design Manual for Road and Bridges, for the estimated
volume of traffic, as agreed with us.
For all other roads only flexible pavements are permitted. Other materials may be permitted in
certain circumstances, subject to our approval.
The design process is as follows:
1. You should anticipate subbase and capping layer thicknesses, for detailed design
purposes, using:
a. the plasticity index: of the subgrade, determined through your early site
investigations
b. the construction CBR: an estimate should be made for the expected CBR at the
time of construction factoring in the in-situ/lab CBR testing determined from your site
investigations and other variables such as the summer/winter fluctuations in
subgrade strength.
2. You must review and adjust the design thicknesses based on further testing conducted
just prior to construction:
a. the plasticity index: this must be checked by having samples from along the road
formation at 20m intervals sent to the laboratory for soil classification and
determination of plasticity index. If the soil classification identifies presence of
cohesive soils (indicated by a plasticity index of greater than zero), then a CBR of
less than 2% must be used for construction purposes regardless of the results of any
further CBR testing.
b. the construction CBR: where soils are not found to be cohesive, in-situ CBR testing
must be conducted along the road formation at 20m intervals using a CBR method
that is appropriate to the soil being tested.

You will be expected to carry out the testing and agree the construction thicknesses with
us prior to the relevant works commencing. Works commencing in advance of this will
be entirely at your risk.
Based on the results of your testing, you may determine on economic practicality or
sustainability grounds whether to use the sub-base only option (Table B) or the combined
capping/sub-base layer option (Table C).
Table A provides further information on the road types that are referred to in Tables B and C.
Please note that Table B does not permit a sub-base only option for road types LD, or MAR/CL
& MIR/HZ where the CBR is less than 2%.
For the purposes of this document the traffic figures shown in Table A have been assumed and
are based upon a 40-year design life.

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The surface of the sub-base must not be used for access purposes by construction traffic when
the buildings are being constructed. All construction traffic must use the surface of the binder
course.
A minimum thickness of 450mm road construction is required to provide frost protection for the
subgrade.
Where the CBR is less than 3%, a non-woven geotextile separation layer is required between
the sub-grade and the capping layer/sub-base. Records of the CBR at the time of construction,
thickness and compliance data of laid materials and the compaction plant used, must be made
available to us.

Table A Assumed Traffic for Design Purposes

Road Type Construction Commercial Standard axles over

Definition1 Traffic Vehicles design life
Road Designation
Standard axles Per day (millions)

Local Distributor Road LDR 1000 120 1.2

Major Access Road/ MAR/CL 1000 50 0.5

Country Lane

Minor Access Road/ MIR/HZ 500 10 0.3

Homezone (through road)

Minor Access Way/ MIW/HZ 200 1 0.05

Homezone (cul de sac)

Shared Access Way / Mews Court SAW/MC 50 0.3 0.01

Notes on table A:
1. Road types are described in more detail in the main part of the document.

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Table B Sub-Base only option

If ‘Yes’, use a Construction CBR of <2%.

Plasticity Index above zero?
If ‘No’, test for Construction CBR

Construction CBR (%) <2 2 to3 >3to<5 5+

Non woven geotextile layer required? Yes Yes No No

Road Type Definition

Use Table C 480mm 370mm 270mm

LD,MAR/CL & MIR/HZ

MIW/HZ & SAW/MC 500mm 370mm 290mm 250mm

Table C Sub-Base + Capping Layer option

If ‘Yes’, use a Construction CBR of <2%.

Plasticity Index above zero?
If ‘No’, test for Construction CBR

Construction CBR (%) <2 2 to3 3+

Non woven geotextile layer required? Yes Yes No

Sub base thickness 250mm of subbase laid over a Capping Layer thickness as below

Road Type Def

LD,MAR/CL & MIR/HZ 500mm 440mm 320mm

MIW/HZ and SAW/MC 300mm 150mm 150mm

Materials for Capping Layer

The capping layer is typically constructed using granular materials and using the most
sustainable materials and methods. Stabilisation (e.g. lime/cement) may be considered in
certain circumstances subject to our approval.
A demonstration area may be required to show that the equipment, techniques and binder used
are satisfactory.
The capping layer must achieve a stiffness modulus of 60MPa when measured by portable
dynamic plate at 10m intervals along the carriageway.
The Environment Agency must be consulted over the use of any material that could contain
contaminants, which could generate an unacceptable leachate.

Materials for Sub-Base

The Sub-base should be type 1 Material in accordance with Clause 803 (SHW).
Other materials may be considered in certain circumstances subject to our approval.

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Materials must be compacted using appropriate compaction plant/equipment before drying out
or segregation, so that they achieve 95% of the density required when compacted in
accordance with BS 1377 Part 9. The density must be measured in-situ using a calibrated
nuclear density meter at a rate of 1 test per 20 lin m of road.
Materials must achieve an in-situ Stiffness Modulus measured by a Portable Dynamic Plate, of
100MPa, measured at a rate of 1 test per 20 lin m of road. Other equivalent testing methods
may be considered subject to our approval.
There must be no deflection/movement in the compacted finished layer.
The surface of the sub base material, prior to laying the bituminous material, must achieve
within a +10/-30mm tolerance of the finished layer level and must not have any ruts exceeding
10mm in depth, measured using a 3m straight edge.
On site sampling of the subbase material will be required to check grading analysis and
moisture content against the material specification.
Additional testing will be required for recycled subbase materials, in advance of construction,
due to the variability in such materials.
The Environment Agency must be consulted over the use of any material that may contain
contaminants, which could generate an unacceptable leachate.

Hydraulically Bound Materials

Hydraulically Bound Materials (HBMs) in compliance with the 800 series clauses (SHW) and BS
EN 14227 may be permitted, in certain site specific circumstances, subject to our approval.
Where you propose to use HBMs, you must consult with us in advance to ensure that we agree
that it is suited to the given application.
A design must be produced and guaranteed in all circumstances by an HBM manufacturer as
an equivalent alternative to the construction depths and conventional materials provided in this
document.
The long term performance of HBM relies heavily on the use of correct methods in the
handling and installation of the material following its delivery to site. It is therefore
expected that you, in conjunction with your design consultant and HBM manufacturer, ensure
that a suitable contractor with appropriate qualifications and expertise in the laying of HBMs is
appointed to undertake the work to the satisfaction of all parties involved.
We will also expect that, prior to works commencing, your appointed contractor will produce a
site specific method statement detailing the procedures to be followed from production/delivery
of material to site through to laying, compaction, testing, preservation (if the surface is left
exposed), and any induced cracking procedures that may be required. The works must be
undertaken in a manner which complies with our General Laying and Testing Procedures
document in conjunction with the manufacturer’s own handling and laying method statement.
You will be responsible for ensuring that an appropriate contractor is appointed to lay
the HBM. Any workmanship falling short of the required methods, or test data indicating
failure to meet the appropriate approval criteria, will result in the constructed works
being unacceptable and determined unsuitable for adoption.

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Geotextile Separation Layer

A geotextile is a layer of fabric complying with Clause 686AK of the additional Kent Clauses,
and agreed with us prior to use. Its purpose is not to strengthen the road, but to ensure the
integrity of granular material overlaying soft ground is maintained, without contamination from
migrating fine material.
The layer must be laid on the prepared ground without tearing or punching. All joints must be
lapped by a minimum of 300mm.

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Road Pavement
Road construction using flexible pavements consists of surface course, binder course, and base
course.

For Industrial and Commercial Roads the thickness of road construction must be determined in
accordance with the latest version of the Design Manual for Road and Bridges for the estimated
volumes of traffic as agreed with us. It is based upon a Class 2 Foundation (100MPa) measured
by the Portable Dynamic Plate.

Flexible paving – bituminous

The thickness of road pavement construction layers and construction materials must be
determined from Table D.
All materials must have demonstrated, by site installation trials independently monitored, that
the requirements of the Specification have been met in the last 12 months prior to use.

Table D Construction Materials & Layer Thickness – bituminous surfacing (mm)

Materials LDR MAR/CL or MIR/HZ or
MIW/HZ or SAW/MC

Base course AC32 HDM base 40/60

180 90

OR HRA 60/32 base 40/60 (in two equal layers of

the same material)

Binder course AC20 HDM bin 40/60 WTR1

OR HRA 60/20 base 40/60 70 70

OR SMA 20 bin 40/60 WTR2

Surface HRA 35/14 surf PMB des WTR2 +PCC 14/20

course1 (the default option on all LDR and major roads) 45 45

OR SMA10 close surf 40/60 WTR2 with fine

gritting 40
(for noise sensitive locations where HRA is not
appropriate)
OR HRA 55/10 surf PMB WTR2 40
(on lower duty roads where the full benefits of
HRA with PC chippings or SMA are not Use alternative
required. Not to be used on sites 40mph or material
more)
OR AC10 close surf 40/60
(on lower duty roads where the surface
properties of HRA/SMA is not required)

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Notes on table D:
1. The surface course shall have a minimum Polished Stone Value (PSV) of 60.

The surface of each road course must achieve within the following tolerances, at a frequency
required by the proper officer:
• Base course: +15/-15mm of finished layer level.
• Binder course: +0/-15mm of finished layer level.
• Surface course: +6/-0mm of finished layer level.

If kerbs are not laid prior to laying the base and binder courses, the datums for level control
must remain in place to permit checks.
Surface regularity for LDR and MAR roads must accord with Clause 702.7 and 8 (SHW) and
Table 7/2 for Category B.
The minimum delivery temperature and temperature immediately prior to rolling, must be in
accordance with the relevant British Standard.
All materials must comply with Clause 901 (SHW) and the information included in this section.
Bituminous materials must be supplied and laid in accordance with the relevant British
Standards and other relevant HAPAS Guidelines and method statements.
There may be a requirement for manhole chambers to be plated at subbase level if there are
concerns about delamination, temperatures, and compaction due to excessive ramping. Plates
should be dug out and ironworks set to position prior to rolling and compaction.
The satisfactory performance of asphalt surfacing depends upon a good bond between the
layers. Binder courses should wherever possible be laid in conjunction with the base material,
however sufficient time must be allowed between layers for cooling to mitigate the risks of
premature trafficking (i.e. rutting). A maximum of one course shall be laid in any one day to
provide this assurance. Any damage to the surface of any layer must be made good to our
satisfaction.
Before a subsequent layer is laid all loose material or other material adhering to the surface of
the base or binder course, must be removed by mechanical sweeper and where necessary
water jetting. An appropriate tack coat/bond coat, in accordance with the manufacturer’s
requirements, must then be applied at the rate described in BS 594987 or the HAPAS
Certificate.
Materials for base and binder courses must be checked on site for achieved compaction density
and samples (every 200 tonnes) must be sent to the laboratory for grading analysis and binder
content.. The density/air voids must be checked using a calibrated nuclear density meter, at a
rate of 1 test per 20 linear meters of road.
Any high friction surfacing (HFS) must be limited to locations where its skid-resistant properties
are needed for road safety, and its colour is appropriate to its use (generally black/grey, but buff
on approaches to uncontrolled pedestrian crossings, and red only where essential to address a
critical safety issue).

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At interfaces between new and existing roads the longitudinal joints in the wearing
course must be located outside of the wheel track zone. Ordinarily the surface course
will extend to the centre-line or across the full width of the road.

Flexible Paving – blocks

The thickness of pavement materials must be determined from Table E.

Table E Construction Materials and Layer Thickness - block paving (mm)

Materials LDR MAR/CL or MIR/HZ or

MIW/HZ or SAW/MC

Base course AC32 dense base 40/60 180

90
(in two equal layers)

Binder course AC20 dense bin 40/60

70 70

Sand laying course

35

Surfacing1 Concrete blocks to BS EN 1338 80 (blocks)

or Clay pavers BS EN 1344 or 65 (clay)

Notes on table E:
1. Blocks and pavers should be rectangular in shape.

Use of block paving should be minimised. Any block and/or small aspect paving should be
limited to highlighting traffic calming/safety features, shared spaces, and service strips.
The colour of the blocks and the shape and finish must be approved by us in consultation with
the local District Planning Authority, where appropriate. A sample of 0.5m2 of blocks is required
to determine the colour, which must be consistent throughout the scheme.
For LDR, MAR/CL and MIR/HZ, block paving must be laid in a 45 degree herringbone pattern.
Special consideration should be given to use of smaller block types in high stress situations.

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For all block paving two stretcher courses adjacent to kerbs and a single stretcher course
around ironwork are required.
Block, and slab paving shall have a minimum Polished Paver Value of 55.

Junction with Concrete Road

Where a flexible construction road meets an existing rigid concrete road, a flush 255mm deep
kerb bedded on at least 150mm of ST2 concrete and jointed fully with strong cement mortar,
must be laid across the full width of the interface between the kerb and the concrete road.

Kerbing and Edge Restraint

General

Precast concrete kerbs and edgings must comply with the requirements of BS EN 1340 and
Clause 1101 (SHW). Plastic kerbs are not permitted.
The maximum kerb length to be used is 915mm.
Suitably sized pre-formed radius kerbs must be used to provide curvature, where required.
Straight kerbs will only be permitted, on a case by case basis, where it is not possible to use
radius kerbs.
Kerb type will generally be 125mm x 255mm half battered HB2 bedded and backed with 150mm
of ST2 concrete.
Other kerb types may be used subject to our approval.

For footways, footpaths and cycleways edging types will generally be 50mm x 150mm type EF
bedded and haunched with 150mm of ST2 concrete.

A suitable grade of polythene membrane must be used between the ST2 concrete and soft
verges where the ground is susceptible to clay shrinkage.

Pre-cast concrete kerbs, and edgings must be laid in accordance with BS 7533-6.

All highway boundaries should be clearly defined, either by a change in surfacing or by a

physical feature such as a precast concrete edging, kerb or channel block. Standard features of
this type are located within the highway, with any non-standard boundary markers such as
metal studs being located on private land.

Kerb face

Kerbs will normally show a 125mm face above the finished road surface. Exceptions will be
through certain traffic calming measures, where required, at vehicular and pedestrian crossings,
and bus borders.

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Vehicular crossings and vehicle overrun areas

At vehicular crossings or places adjacent to the road where vehicles are likely or permitted to
over-run, the kerbing must be lowered for the full length of the crossing or bend to show a
25mm face above the finished road surface.

When using pre-cast concrete kerbs, tapered kerbs are normally required at either end. Four
dropped kerbs should be used between tapers for a single driveway, and six kerbs for a double
driveway.

A minimum of 2.7m between crossings is desirable. Where the length is less than 1.8m, the
crossing must be laid as one continuous crossing.

Construction details for vehicular crossings must be in accordance with Tables F & G.

Pedestrian Crossings

The establishment, alteration or removal of a pedestrian crossing requires an advertisement

under S.23 of the Road Traffic Regulation Act 1984. You are expected to pay all costs incurred
by us for advertising such needs.

Tactile Paving

At all pedestrian crossing points situated along local distributor roads and other places where
pedestrian flows are likely to be high, such as main routes to shops, pedestrian crossing ramps
must be provided with tactile surfacing in accordance with the latest ‘Guidance on the Use of
Tactile Paving Surfaces’ produced by the DETR.
Where a cycleway runs alongside a footway or footpath, consideration must be given to
providing tactile markings in accordance with Traffic Advisory Leaflet 4/90 ‘Tactile markings for
segregated/shared use by cyclists and pedestrians’ published by the Department of Transport.
Tactile Blister paving should be concrete with a thickness of 65mm. Where tactile paving is to
be installed at junctions and in other locations subject to vehicle overrun, small aspect tactile
pavers are used and/or an asphalt base course included in the pavement design.

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Footways, Footpaths and Cycleways

General
The construction details for footways, footpaths and cycleways must be in accordance with
Tables F & G.
Edgings
Edge restraint must be provided where footpaths or cycleways do not abut a kerb, channel or
boundary wall.
Pre-cast concrete edgings are normally used for most types of edge restraint.
Drainage
Where necessary surface water run-off must be drained from footpaths and cycleways that do
not abut the road.
The vertical alignment must be adjusted to ensure that no puddles form on the surface.
Depending on site conditions landscaped areas may be used for drainage areas from footpaths
and cycleways.
Surface water run-off must be prevented from draining into private property and curtilages at all
times.
Construction thickness
Construction thickness for footways, footpaths, cycleways and all other vehicle crossings must
be in accordance with Tables F & G.

Table F Flexible construction thickness (mm)

(footways, footpaths, cycleways and
vehicle crossovers)

Materials All footways, footpaths,

cycleways and crossovers

Sub-base Type 1 to Clause 803 (SHW) 150

(see note 1) (laid above a non woven
geotextile membrane)

Base course AC20 dense base 100/150

70
OR HRA 60/20 F bin 40/60
Binder course AC20 dense bin 100/150
55
OR HRA 60/20 F bin 40/100
Surfacing AC6 dense surf 100/150 25
2
OR HRA 15/10 F surf 100/150 30

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Table G Block paving and slab construction

thickness (mm)
(footways, footpaths, cycleways and
vehicle crossovers)

Materials All footways, footpaths,

cycleways and crossovers

Sub-base Type 1 to Clause 803 (SHW) 150

(see note 1) (laid above a non woven
geotextile membrane)

Binder course AC20 dense bin 100/150

55
OR HRA 60/20 F bin 40/100
Sand bed 30
Concrete blocks3 paving 80
or clay pavers4 (60 only where not
susceptible to overrunning)
(65 for tactile paviours)

Notes on tables F & G:

1. Where the subgrade material is found to be cohesive, you must anticipate enhancing the design to mitigate
against the effects of clay shrinkage. You should also consider the effect of any other contributing site-specific
factors on the footway design and construction. Such enhancements could include, but are by no means limited
to, the use of an alternative Sub-base material (e.g. HBM, concrete, etc), the addition of polythene separation
membranes, and an increased overall thickness of material layers.
2. The HRA option in footways may be more appropriate in heavy duty situations e.g. industrial estate roads, and at
other locations where overrunning by HGVs is likely to occur.
3. Blocks must be rectangular in shape. Secondary treatment of corners and edges may be permitted where
appropriate to the development.
4. Pavers must be rectangular in shape.
5. A footway, or combined footway/cycleway facility, also provides a service bay for Statutory Undertakers’
apparatus. You must ensure that all services are installed in accordance with the requirements of the New Roads
and Streetworks Act 1991, prior to footway surfacing carried out.

Wherever possible we will require you to use blocks that are locally sourced.
If requested by the Proper Officer, a sample of 0.5m2 of blocks must be provided to determine
the colour, which must be consistent throughout the scheme.
Blocks must be laid in accordance with the relevant part of BS 7533.

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