Petition relating to road safety measures on Middlewood Road

DEVELOPMENT SERVICES / STREET FORCE

 

REPORT TO WEST AND NORTH

PLANNING AND HIGHWAYS AREA BOARD

13TH NOVEMBER 2007            

                                                           

 

REPORT ON A PETITION REQUESTING THE REINSTATEMENT OF MIDDLEWOOD ROAD AND THE IMPLEMENTATION OF ROAD SAFETY MEASURES ON THE DIVERSIONARY ROUTES

 

1.0       PURPOSE OF REPORT

 

1.1       To provide a response to the petitioners and obtain Member approval for the road safety measures identified for the diversion routes.

 

2.0       BACKGROUND

 

2.1       Receipt of a petition containing 299 signatures was reported to the West and North Planning and Highways Area Board on 5th September 2007.  The petition states, “We, the undersigned, petition Sheffield City Council to reinstate the A6102 Middlewood Road North (outside Middlewood tavern) to enable access in both directions.  In the interim to take any road safety measures necessary to alleviate traffic congestion in and around the diversionary routes.”

  

3.0       INFORMATION

 

3.1      As a result of the storm on 25 June 2007 the River Don rose by some 2 to 3 metres and at two sites on the A6102, adjacent to Middlewood Tavern and adjacent to British Tissues, this caused part of the embankment supporting the road to collapse.  The road is 18m and 12m respectively above the river at these sites.

 

3.2      The collapse adjacent to Middlewood Tavern is the most severe and it was considered unsafe to allow vehicular traffic to pass at this point and therefore the road was closed whilst maintaining pedestrian and cycle access through the site.  The collapse at British Tissues was not as severe and single way working under traffic lights has been maintained since the damage occurred.

 

3.3      The City Council has employed a firm of civil engineering consultants to carry out a detailed geotechnical survey at both sites and to advise on a solution to repair the damage.  The consultants advised that it was not safe to re-open the road at Middlewood Tavern for traffic until a permanent repair had been completed.

 

3.4        Yorkshire Water were concerned that further collapse at the Middlewood Tavern site could result in their 36” ring main fracturing and have therefore diverted the main to run along the surface of the road away from the damage.

 

3.5         Currently the City Council is working with the Consultants to develop a solution; this will entail extensive work including a piled wall and due to the limited access, poor ground conditions and proximity of the river, is very complex.  An advertisement for interested contractors will be placed in the European Journal in November.  Tenders are to be sent out in December for a return in January.  A start on site will be February at the earliest, however this relies on the weather and also the results of current discussions with the Environment Agency on the hydraulic and ecological effect of the works.  It is anticipated that the work will take some 6 to 8 months to complete and throughout that period the road will have to remain closed to vehicular traffic.

 

3.6 In view of the length of time that it will take before Middlewood Road can be re-opened, the Road Safety Team has now undertaken a risk assessment of the affected routes to identify where measures could be implemented to lessen risks to all road users.

 

3.7 Concerned Worrall residents organised a public meeting at Worrall Independent Chapel on 15th August 2007.  An officer from the Council attended to listen to their concerns.  Comments made at this meeting have been incorporated into the final Risk Assessment Report.

 

4.0       ROAD SAFETY RISK ASSESSMENT

 

4.1      The risk assessment was completed in September 2007.  Fifteen sites on the affected routes have been identified where remedial measures would be beneficial.  A list of these locations and the measures identified, in priority order, are shown in Appendix A.  A location plan of the measures is shown in Appendix B.  Of the fifteen schemes, four have already been implemented on site as part of the signing works carried out in late September 2007 to divert traffic onto the A61 Penistone Road. 

 

5.0         ISSUES/PROPOSALS BY AREA

 

5.1 The issues and proposals along the routes being used as diversions are discussed below.  The locations are listed in geographical order, from South to North.

 

5.2        Wadsley Lane

 

5.3      The additional flow through Worrall toward Sheffield is in the order of 600 vehicles per hour. However, this will dissipate as drivers choose alternative routes. Some are using both Stockarth Lane and Langsett Avenue to rejoin Langsett Road. Others will continue through Wisewood, emerging at Malin Bridge.

 

5.4 The additional traffic at the bottom of Wadsley Lane is therefore considerably less than the total diverted flow, and consequently its effects will be felt less. The junction of Wadsley Lane with Middlewood Road already has capacity issues, this being one of the triangle of junctions at Middlewood Shops. Whilst traffic was badly backed up when the risk assessment was carried out it is possible that the delay here is not appreciably greater than normal.  Although this road is crossed by a number of children attending Wisewood and Myers Grove schools there are already pedestrian refuge islands at the location where they cross.  In addition the gaps in the traffic flow, even at peak times, are more than sufficient to allow children to cross safely.  Therefore no remedial measures to help pedestrians cross are felt necessary along this stretch of road.

 

5.5            Worrall Road at Rural Lane

 

5.6      Worrall Road becomes relatively narrow immediately to the north of Rural Lane. Parking occurs here on both sides of the road, reducing flow to shuttle working. This restriction acts as a throttle, reducing vehicle speeds on the entry to the built up area. However, there is a risk of vehicle/vehicle conflicts taking place here, which it is planned to reduce by the implementation of parking restrictions to prevent parking on one side of the road during peak periods. Out of peaks, the parking serves to regulate speeds.

 

5.7       Worrall Village

 

5.8      We have received reports from residents that traffic approaching the village when travelling towards Oughtibridge is doing so at high speeds, including at the point where the speed limit changes to 30mph.  A speed survey has been carried out just within the 30mph limit, which shows that the 85th percentile speed at this location is 32mph. 

 

5.9      Whilst the speed survey indicates that speeds are not a particular cause for concern it was noted that, whilst the speed limit signs are on yellow backing boards they are in shadow due to overhanging trees and difficult to spot.  The red surfacing in the carriageway is also less conspicuous than usual due to the shadowing effect. 

 

5.10     Dragon’s teeth road markings are recognised as a transition point from rural to built up areas and such a measure has therefore been provided at this location.  It would also be sensible to consider the judicious removal of vegetation from around the signs and generally improve the signing and lining on the approach to the village.

 

5.11    The top of the village (between the Post Office and Kirk Edge Road) forms a bottleneck and, during peak times, traffic backs up here.  Whilst speeds are within the 30mph speed limit the gap between vehicles is negligible and this makes the road difficult for pedestrians to cross.  This is a particular concern given that this area is a pedestrian route to Bradfield School.   A zebra crossing is therefore proposed on Haggstones Road near the junction with Kirk Edge Road to help children cross safely.  In order to provide a zebra crossing at this location it will be necessary to enlarge the existing footway build out near house number 347.

 

5.12      Feedback from the public meeting on 15th August indicated that the safety of schoolchildren in Worrall was the villagers’ main concern.  The progression of a zebra crossing scheme will be given top priority.  A plan showing the scheme is shown in Appendix C.

 

5.13      Stockarth Lane

 

5.14    It is very difficult for two large vehicles to pass in the middle section of Stockarth Lane. Indeed, cars will stop and give way to a bus, and residents had complained that large lorries were sometimes using this narrow road as part of their route.  A 7.5T restriction has therefore been implemented on Stockarth Lane.  The 30mph speed limit has also been extended for the full length of the road.

 

5.15      It is also proposed to provide some additional signing as, whilst the bend is obvious to drivers, the fact that the road narrows is not.

 

5.16      Haggstones Road

 

5.17    There is narrow section on Haggstones Road at Walshaw Road, just north of Worrall village, where there are a series of bends in the road. There have been complaints about low speed minor collisions occurring at this location when vehicles are approaching in both directions at the same time.  There was also the likelihood of damage to street furniture and over-running of the footway.  To address this problem the centre line has been removed over a short distance and formal priority working has been implemented.  It is also intended to enhance the existing chevron sign on the bend.  In addition, whilst there is a “slow” road marking in the carriageway on the downhill approach there are no accompanying warning signs (i.e. “s” bend/road narrows).  The signage and lining on the other approach to the bend is satisfactory. 

 

5.18    Birch House Avenue and Birks Wood Drive

 

5.19    As indicated previously in the report, a number of local residents have complained that some drivers are using this route to avoid Oughtibridge (in particular Church Street).  A full traffic survey has not been undertaken on this route but a one hour morning peak survey and on-site investigations indicate that the volume of traffic is significant, although not excessive for the route itself.

 

5.20    A temporary closure or partial one-way could address this concern.  However, the downside of this would be that access for local residents would be worsened.  More importantly from a road safety point of view is that a closure or one-way would push far more traffic onto Church Street, where there are many more pedestrians crossing and where there is a school (see above).  There have also been reports of damage to residents’ vehicles on Church Street due to traffic trying to make two through lanes where there is insufficient road width.  For this reason measures to prevent traffic using these roads cannot be recommended.

 

5.21    A 7.5T weight restriction has been made to prevent HGVs using this route.  In addition, the implementation of double yellow lines around a bend on Birks Wood Drive is being investigated. 

 

5.22      Church Street, Oughtibridge

 

5.23    Traffic is heavy throughout the day here, particularly at peak times (even though quite a number of drivers appear to be avoiding Church Street by travelling to Haggstones Road via Birch House Avenue and Birks Wood Drive). There are local amenities on both sides of Church Street (two medical centres, a church and a primary school).  Given the level of pedestrian activity and the volume of traffic, some pedestrian provision is desirable on Church Street (either a zebra crossing or refuge island). 

 

5.24Pedestrian counts were undertaken on 14th August 2007, which indicated that the best location for such a facility would be between Langsett Road South and Glossop Row, near the Hare and Hounds Public House. During the 12 hour survey (7am to 7am) 171 pedestrians crossed at this location.  Given the urgency it was not possible to wait until the end of the school holidays for the count, therefore the survey does not include any child pedestrian crossing movements to Oughtibridge Primary School.  Since the start of the new school term a separate survey has been carried out to see whether a School Crossing Patrol is warranted outside the school entrance.  However, only 11 children were counted crossing here, which means that a warden cannot be justified.

 

5.25    Station Lane, Oughtibridge

 

5.26    The Council has received two complaints that there is an increased volume of traffic on this road since the closure of Middlewood Road.  Accordingly a speed/traffic survey was undertaken on 7th August 2007.  These surveys indicate high speeds with the 85th percentile (the maximum speed not exceeded by 85 percent of the traffic) being in the high thirties in the downhill direction and above 40mph when travelling uphill.  As pedestrians cross this road to a park and it is also a walking route to Oughtibridge Primary School these high speeds are cause for concern.  The volume of traffic travelling uphill has increased by 13% when compared to a survey carried out in 2005 although in the opposite direction it have dropped by 18%.  This would appear to confirm that more drivers are now using this route in the morning peak, although overall traffic volumes do not appear to have increased due to the drop in the number of drivers travelling in the opposite direction.   

 

5.27    This road was carrying a significant proportion of the traffic from Stocksbridge prior to the Middlewood Road closure and that any additional traffic is unlikely to be very obvious.  It is also worth noting that the problems regarding the speed of traffic on this road pre-dates the diversion.  However, traffic calming measures to slow traffic on the stretch of Station Lane between Low Road and the park are desirable and are therefore being proposed.

 

5.28    The possibility of extending the traffic calming measures up to the railway bridge has also been investigated. However, this section of the road is quite steep and is also part of a primary gritting route.  Providing humps on this stretch of road is not possible as the combination of humps and the steep gradient would mean that a snowplough would be unable to get through.  The possibility of alternative measures such as a Speed Indicating Device (SID) is being investigated as an alternative.

 

6.0            CONSULTATIONS

 

6.1      The schemes identified above were presented to a well attended meeting of the North Area Panel on 17th October 2007, along with an update on the remedial works on both the A6102 and the A61.  Feedback from the meeting was good, and the response from the public was positive, with the proposed measures being broadly approved.

 

6.2    Following the public meeting the next stage is to consult the residents most directly affected by the proposals.  A leaflet describing all the proposed road safety measures was distributed in the affected areas on 26 October 2007.  It is the intention of officers that any objections to the schemes will be reported verbally to the Board.

6.3      Given the ongoing problems on the diversion route, it is imperative that measures be placed on site as quickly as possible.  For this reason it is not intended to formally advertise the proposed waiting restrictions on Worrall Road, Wadsley Lane, Church Street and Birks Wood Drive.  It is planned instead to implement the lines under an Experimental Order.  Such an Order is valid for a period of up to eighteen months after implementation, after which time it must be made permanent or the lines removed.  This will enable the various lines to be reviewed once the A6102 has been re-opened to two-way traffic.

 

7.0       EQUAL OPPORTUNITIES IMPLICATIONS

 

7.1       There are no known equal opportunities implications.

 

8.0       FINANCIAL IMPLICATIONS

 

8.1      The combined cost of the proposed road safety measures is estimated at £90,000.  The costs to be incurred would be funded from monies repayed to the Council for works undertaken when a road collapsed adjacent to a development elsewhere in the city.  This year’s LTP will not be used.  It is intended to apply for the monies to be refunded to the Council from Central Government.  The Government operate a ‘Belwin Scheme’ where Local Authorities can put in a bid for additional funds from the Office of the Deputy Prime Minister to cover emergency issues such as storm damage.  However, there is no guarantee that any funding from Central Government will be forthcoming.

 

9.0      ENVIRONMENTAL AND PROPERTY IMPLICATIONS

       

9.1      There are no known environmental or property implications arising from the recommendations in this report.   

 

10.0    CONCLUSION

 

10.1    The Council is well aware of the importance of re-opening the A6102 Middlewood Road as soon as it is safe to do so.  However, whilst we are trying our best to open the road as quickly as possible it will be, for the reasons outlined in the report, it will be late next summer before the road is fully open to traffic.  In the meantime the remedial measures should go some way in reducing the problems on the diversion routes, and in most cases will continue to provide benefits for the local community once the situation has returned to normal.

 

11.0     RECOMMENDATIONS

 

11.1    That the petitioners be thanked for bringing their concerns to the attention of the Council.

 

11.2     Members note the steps being taken by officers with respect to the repair works and the remedial works on the diversion route, and approve the implementation on site of the road safety measures set out in Appendix A of this report. 

11.3    Scheme design approval be given for the zebra crossing scheme in Worrall Village as shown in Appendix C of the report.

 

11.4    The petition organiser be advised of the decision of the Area Board.

 

John Bann

Head of Transport & Highways

 

Richard Peterkin

Head of Design & Building                                                                                 

30^th October 2007