Agenda item

7.1

The Executive Director, Place submitted a report presenting the objections received to the advertisement of the Traffic Regulation Orders (TROs) to complement the Bus Rapid Transit North project along with the officer response to the objections.

7.2

RESOLVED: That:-

(a)

having considered the responses to the Traffic Regulations Orders related to the Bus Rapid Transit (BRT) North Scheme consultation, it is agreed that the reasons set out in the report for making the TROs outweigh any unresolved objections;

(b)

the orders be made, in accordance with the Road Traffic Regulation Act 1984, and introduced; and

(c)

those who made representations be informed accordingly.

7.3

Reasons for Decision

7.3.1

The TRO to prohibit the right turn into the north-eastern access to number 438 Sheffield Road would formalise the traffic movements intended for the designed road layout and reduce the likelihood of vehicular conflict at the junction with the access to the proposed development on the opposite side of the road. The right turn into the south western access to number 438 would still be possible as would the left turn out of both accesses.

7.3.2

The TRO to prohibit the right turn from Sheffield Road through the gap in the central reserve opposite St Lawrence Road would formalise the traffic movements intended for the designed road layout and reduce the likelihood of vehicular conflict caused by vehicles slowing significantly, to make the right turn, being struck by following vehicles travelling ahead on Sheffield Road.

7.3.3

The TROs to introduce the two ‘one-way’ and two ‘ahead only’ restrictions at the Sheffield Road/Blackburn Road Meadows Way junction would formalise the traffic movements intended for the designed road layout, deterring injudicious manoeuvres.

7.3.4

The TRO to prohibit U-turns at the Sheffield Road/Blackburn Meadows Way junction would reduce the likelihood of drivers making injudicious manoeuvres to access Sheffield Road (south west section towards the M1 Junction 34) and Ferrars Road.

7.3.5

The TRO to introduce a 24 hour clearway on Blackburn Meadows Way and part of Sheffield Road would complement the existing 24 hour clearway for Meadowhall Way and would reduce the amount of signing and lining required to convey and enforce the Order to prohibit stopping.

7.3.6

The TROs for the ahead-only restrictions on Attercliffe Common, at its junction with Carbrook Street, would reduce the likelihood of drivers making injudicious turning manoeuvres through the gap in the central reserve of the dual carriageway.

7.4

Alternatives Considered and Rejected

7.4.1

Alternative routeing was considered using an appraisal carried out in 2013 by consultants Arup, comprehensive local knowledge and the desired locations for the BRT bus stops. The three option variations were:

1) Carbrook Street/Dunlop Street/Weedon Street/Meadowhall Drive/Meadowhall Way

2) Attercliffe Common/Weedon Street; and

3) A6178/Sheffield Road/Vulcan Road

7.4.2

The view formed was that routeing along Carbrook Street, Dunlop Street, Weedon Street, Meadowhall Drive and Meadowhall Way to reach the new Blackburn Meadows Way would improve journey time reliability and reduce journey times. This is because of outbound congestion, from the M1 Junction 34 Tinsley back to Arena Square, caused by capacity issues at the M1 Junction 34 junction (something that is largely outside the control of Sheffield City Council). Similarly inbound congestion, from Arena Square back to Weedon Street, results from flows from the M1 to the Outer Ring Road (A6102 Broughton Lane) converging to cause the junction to be at capacity. Neither of these issues can be resolved by traffic signal timing improvements and both can only be addressed by major highway schemes.

7.4.3

In addition to the above-mentioned regular congestion there are frequent major events at the Sheffield Motorpoint Arena that can exacerbate commuter congestion and/or lead to significant delays at off peak times. In order to maintain journey time reliability it would be prudent for the BRT buses to avoid such congestion.

7.4.4

As well as giving the best journey times the preferred route is the most appropriate for the proposed bus stop locations especially the major development set to take place on or around Meadowhall Drive.

7.5

Any Interest Declared or Dispensation Granted

None

7.6

Reason for Exemption if Public/Press Excluded During Consideration

None

7.7

Respective Director Responsible for Implementation

Simon Green, Executive Director, Place

7.8

Relevant Scrutiny and Policy Development Committee If Decision Called In

Economic and Environmental Wellbeing

7.1

The Executive Director, Place submitted a report presenting the objections received to the advertisement of the Traffic Regulation Orders (TROs) to complement the Bus Rapid Transit North project along with the officer response to the objections.

7.2

RESOLVED: That:-

(a)

having considered the responses to the Traffic Regulations Orders related to the Bus Rapid Transit (BRT) North Scheme consultation, it is agreed that the reasons set out in the report for making the TROs outweigh any unresolved objections;

(b)

the orders be made, in accordance with the Road Traffic Regulation Act 1984, and introduced; and

(c)

those who made representations be informed accordingly.

7.3

Reasons for Decision

7.3.1

The TRO to prohibit the right turn into the north-eastern access to number 438 Sheffield Road would formalise the traffic movements intended for the designed road layout and reduce the likelihood of vehicular conflict at the junction with the access to the proposed development on the opposite side of the road. The right turn into the south western access to number 438 would still be possible as would the left turn out of both accesses.

7.3.2

The TRO to prohibit the right turn from Sheffield Road through the gap in the central reserve opposite St Lawrence Road would formalise the traffic movements intended for the designed road layout and reduce the likelihood of vehicular conflict caused by vehicles slowing significantly, to make the right turn, being struck by following vehicles travelling ahead on Sheffield Road.

7.3.3

The TROs to introduce the two ‘one-way’ and two ‘ahead only’ restrictions at the Sheffield Road/Blackburn Road Meadows Way junction would formalise the traffic movements intended for the designed road layout, deterring injudicious manoeuvres.

7.3.4

The TRO to prohibit U-turns at the Sheffield Road/Blackburn Meadows Way junction would reduce the likelihood of drivers making injudicious manoeuvres to access Sheffield Road (south west section towards the M1 Junction 34) and Ferrars Road.

7.3.5

The TRO to introduce a 24 hour clearway on Blackburn Meadows Way and part of Sheffield Road would complement the existing 24 hour clearway for Meadowhall Way and would reduce the amount of signing and lining required to convey and enforce the Order to prohibit stopping.

7.3.6

The TROs for the ahead-only restrictions on Attercliffe Common, at its junction with Carbrook Street, would reduce the likelihood of drivers making injudicious turning manoeuvres through the gap in the central reserve of the dual carriageway.

7.4

Alternatives Considered and Rejected

7.4.1

Alternative routeing was considered using an appraisal carried out in 2013 by consultants Arup, comprehensive local knowledge and the desired locations for the BRT bus stops. The three option variations were:

1) Carbrook Street/Dunlop Street/Weedon Street/Meadowhall Drive/Meadowhall Way

2) Attercliffe Common/Weedon Street; and

3) A6178/Sheffield Road/Vulcan Road

7.4.2

The view formed was that routeing along Carbrook Street, Dunlop Street, Weedon Street, Meadowhall Drive and Meadowhall Way to reach the new Blackburn Meadows Way would improve journey time reliability and reduce journey times. This is because of outbound congestion, from the M1 Junction 34 Tinsley back to Arena Square, caused by capacity issues at the M1 Junction 34 junction (something that is largely outside the control of Sheffield City Council). Similarly inbound congestion, from Arena Square back to Weedon Street, results from flows from the M1 to the Outer Ring Road (A6102 Broughton Lane) converging to cause the junction to be at capacity. Neither of these issues can be resolved by traffic signal timing improvements and both can only be addressed by major highway schemes.

7.4.3

In addition to the above-mentioned regular congestion there are frequent major events at the Sheffield Motorpoint Arena that can exacerbate commuter congestion and/or lead to significant delays at off peak times. In order to maintain journey time reliability it would be prudent for the BRT buses to avoid such congestion.

7.4.4

As well as giving the best journey times the preferred route is the most appropriate for the proposed bus stop locations especially the major development set to take place on or around Meadowhall Drive.