Public Document Pack

Lead Member for Planning and Sustainable Development

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DATE: Tuesday, 12 May 2020

TIME: 1.00 pm

AGENDA

1 Apologies for absence.

2 Declarations of interest.

3 Items for Decision (Part 1 - Open to the Public):

3a Highway Drainage Investment Programme (DIP) 2019/20 and Culvert (Pages 1 - 8) Investment Programme (CIP) 2020/21.

3b Crash Barrier Investment Programme 2020/21. (Pages 9 - 16)

3c Proposed Park & Ride Site on Chestnut Avenue, Walkden. (Pages 17 - 20)

3d Salford City Council (Chorley Road, Swinton) (Bus Lane) Order 2020 (Pages 21 - 50) & City of Salford (Chorley Road, Partington Lane and Station Road, Swinton) (Prohibition of Waiting / Loading / Unloading and Taxi Stand Clearway) Order 2020 (TRO Ref No: 2304). 3e Minutes of Lead Member Briefing held on 14 April 2020. (Pages 51 - 52)

4 Exclusion of the Public.

5 Items for Decision (Part 2 - Closed to the Public): No items.

6 Any other business.

Contact Officer: Claire Edwards Tel No: 0161 793 2602 E-Mail: [email protected] Agenda Item 3a

Part 1: Open to the Public

REPORT OF STRATEGIC DIRECTOR PLACE

TO LEAD MEMBER FOR PLANNING AND SUSTAINABLE DEVELOPMENT

ON 12TH MAY 2020

TITLE: THE HIGHWAY DRAINAGE INVESTMENT PROGRAMME (DIP) 2019/20 AND THE CULVERT INVESTMENT PROGRAMME (CIP) 2020/21

RECOMMENDATIONS: That the Lead Member for Planning and Sustainable Development approves the proposed programme of work for the Highway Drainage Investment Programme (DIP) 2020/21 and the Culvert Investment Programme (CIP) for 2020/21 as outlined in the report.

EXECUTIVE SUMMARY: The financial provision for the Highway Drainage Investment Programme for 2020/21 and the Culvert Investment Programme for 2020/21 has been confirmed as £273,000 (£200,000 and £73,000 respectively). The budget apportionments given in the report and detailed within the background document outline the 2020/21 scheme proposals as part of the ongoing rolling programme of drainage repair works. The works identified for inclusion within the Culvert Investment Programme are also outlined in the report.

BACKGROUND DOCUMENTS:

KEY DECISION: No

Page 1 1 DETAILS:

1. The Highway Drainage Investment Programme

1.1 Initial surveys and investigations into the condition of the highway drainage infrastructure identified many defective gullies and connections. The cause of many of these defects is attributed to damaged pipe work, which over time has allowed water to erode the carriageway foundation and cause failures. The repairs required usually consist of a small excavation to expose and repair the damaged sections of pipe work followed by backfill and reinstatement. 1.2 To date 5,897 of these defects have been addressed as summarised below in Table 1

Blocked Number of gullies covers lifted cleared with and greased New New concentrated following Gully Gully Gully General jetting & concentrated Connection Pots Covers Drainage Neighbourhood cleansing effort. Repairs installed installed Repairs Totals Irlam & Cadishead 377 75 70 25 60 49 656 Claremont & Weaste 190 165 30 87 135 36 643

Swinton 226 179 60 375 57 57 954 Ordsall & Langworthy 281 100 41 152 75 41 690

East Salford 143 128 57 188 159 22* 697 Walkden & Little Hulton 295 126 85 268 54 88 916 Worsley & Boothstown 228 91 48 270 45 52 734

Eccles 205 122 30 66 83 49 555 Unscheduled (all Neighbourhoods) 52 52 Total 5,897 Table 1 – Summary of gully and connection repairs completed to March 2020 * figure does not include the additional Broughton Flood Zone- 44 90 litre pots installed at Broughton Lane in 2018/19

Page 2 2 1.3 The capital funding allocation for highway drainage structural maintenance during 2020/21 has been confirmed as £200,000.

Work Element (£) Total (£) Drainage Investment Programme General Drainage Repairs: Direct Works Cost £161,773 Depot Overheads (23.63%) £38,227 £38,227

Total Construction Costs £200,000.00

Total Budget for programme £200,000.00 Table 2 – proposed apportionment of DIP allocation for 2020/21.

1.4 The rolling programme of repairs will continue during 2020/21 to reduce the identified backlog of repairs. Details are as shown in Table 3 below. The programme has been prioritised using a risk-based approach to ensure that the worst areas of flooding and structural defects are addressed first. The programme has been identified in response to the following criteria:

 where flooding affects, or is likely to affect property;

 locations adjacent to well used footways;

 where standing water is at critical turning or braking points; and

 where flooding is frequent and has been persistent for some years.

1.5 The proposed programme of work is highlighted in Table 3 below:

Neighbourhood General Highway Drainage Repairs

Claremont & Weaste 0 East Salford 1 Eccles 5 Irlam & Cadishead 8 Ordsall & Langworthy 1 Swinton 27 Walkden & Little Hulton 23

Worsley & Boothstown 0

Grand Total 65 Table 3 Proposed work 2020/21

Page 3 3 1.6 The figures in Table 3 are indicative based on the work identified, actual schemes will vary in value and actual numbers will be presented through the briefing notes presented to Lead Member for Planning and Sustainable Development . The total numbers completed will be dependant upon what transpires following excavations carried out.

1.7 As the Drainage Improvement Programme (DIP) continues, works will be extended to improve the integrity of collector systems by de-silting and improving capacity where possible.

1.8 A further reserve will be held in the account to address any unforeseen drainage issues that may occur within the 2020/21 financial year.

2. The Highway Culvert Investment Programme

2.1 The capital allocation for highway culvert structural maintenance during 2020/21 has been confirmed as £73,000. 2.2 Culverted watercourses are surface watercourses that have been piped, usually under highways, driveways or housing developments. Where a culvert passes under an adopted highway, the responsibility for its maintenance lies with Salford City Council.

2.3 Over the last six years a series of surveys have been undertaken so as to establish the structural condition of the culverts within the remit of Salford City Council. The derived condition data has assisted in identifying locations where pro-active repairs are recommended in order to reduce the future likelihood of collapses, blockages and localised flooding. This is especially the case where capacity has been restricted by excessive silting or where “flag topped” culverts were in evidence as this type of construction is known to be prone to collapse without warning and has previously placed a heavy burden on the revenue account.

2.4 A list of priority repairs has been compiled, largely determined by the condition indices derived from the surveys, but also weighted to take into account the location, likelihood of flooding incidents and previous performance history. Repairs have been undertaken over the curse of previous years within the Culvert Investment Programme.

2.5 Currently, feedback from our operational staff has been sought. This has highlighted a number of culverts where access is restricted for maintenance purposes. In addition, there are also a number of culverts where access can be gained by unauthorised persons which has led to fly tipping. This activity could potentially lead to flooding issues. It is proposed that the following work outlined in Tables 4 and 5 below, be carried out during 2020/21.

Page 4 4 Ward Water Course Works Required Culvert Safety and access improvement, Flood prevention (de-silting works, Various Various vegetation clearance and further CCTV survey works to review culvert condition Table 4 - Proposed Programme of Culvert Safety/Access Improvement Works. Specific schemes shall be published within the monthly Lead Member Briefing notes

2.6 A summary of estimated costs is shown below in Table 5 below.

Scheme (£) Total (£) Culvert Safety, Access Improvement & Flood Prevention

Direct Works Cost £40,443 Depot Overheads (23.63%) £9,557 £9,557

Total Works Costs £50,000

CCTV Survey and de-silting works.

Direct Works Cost £18,604 Depot Overheads (23.63%) £4396 £4,396

Total Works Costs £23,000

Total Budget for programme £73,000.00 Table 5 - proposed apportionment of CIP allocation 2020/21

2.7 Schemes and budget estimates are being prepared using currently available survey data. Identified schemes will be prioritised for inclusion in the programme of work and will be included in the Highway Investment Programme / Drainage Investment Programme briefing notes through the coming year.

KEY COUNCIL POLICIES: Enhancing Life in Salford, Think Efficiency, Improving the Environment

Page 5 5 EQUALITY IMPACT ASSESSMENT AND IMPLICATIONS:

There are no adverse implications relating to equality issues. A well maintained highway drainage system makes it easier for less able bodied and visually impaired people, to move around the City. The scheme proposals as outlined have been made in an attempt to ensure the continued safe movement of the travelling public. A community equality impact assessment has been completed and concludes that the proposals will have a positive impact on communities. ______

ASSESSMENT OF RISK: Medium – It is important that the existing highway drainage and culvert infrastructure improvements continue in order to ensure that surface flooding is minimised and that the capacity of existing systems is maximised, especially in view of the recent weather conditions that have been experienced within the City.

LEGAL IMPLICATIONS Supplied by: Tony Hatton, Azra Fuhreen, Legal Services 0161 219 6323

Date 27th April 2019

The Council as highway authority has a number of statutory duties and powers in relation to flooding matters on highways maintainable at the public expense. The Highway Authority must take such care in all the circumstances as is reasonably required to ensure that the highway is not dangerous for traffic and for the public. On highways liable to flooding to a considerable depth, the authority has a duty to provide graduated posts or stones indicating the depth of water covering the highway where it is considered necessary or desirable. The Council also has a duty to remove obstructions arising from snow, from falling down of banks/landslides on the side of the highway, or from any other cause.

The Council has undertaken recent surveys and investigation of the highways drainage systems and identified a prioritised programme of repairs to ensure that the worst areas of flooding and structural defects are addressed first. Similarly the culverts for which it is responsible have undergone surveys leading to prioritised repairs according to the future likelihood of collapses, blockages, and flooding, whilst considering also location and previous history.

The proposals in the report for DIP and CIP will assist the Council in complying with these duties and strengthen the Council’s position in establishing a defence to any associated potential 3rd party claims by demonstrating that there is in place a sufficiently robust regime to undertake structural repairs and maintenance of highways and culvert drainage schemes.

Depending on the value of the works to be undertaken as part of the DIP and/or CIP, Urban Vision may be instructed to carry out such works under the terms of the

Page 6 6 Development Services Partnering Agreement, or Council may appoint contractors following a mini competition exercise from its framework agreement for Civil and Highways Engineering. Should the value of any such works exceed £150,000, a separate report will need to be presented to Procurement Board for decision.

FINANCIAL IMPLICATIONS Supplied by: Alison Woods, Finance Officer, (Capital), Tel. 925 1135

Date: 27th April 2020

There is sufficient funding within the approved 2020/21 Highways Capital Investment programme, to fund the £200,000 works identified for the Drainage Improvement Programme and the £73,000 works identified for the Culvert Improvement Programme.

All expenditure should be closely monitored to ensure that these schemes are delivered within the allocated resources.

PROCUREMENT IMPLICATIONS Supplied by: Tom Woods, Procurement Officer 686 6296

Date 29th April 2020

A contract is currently in place with a drainage supplier to provide the Drainage and Culvert Investment Programmes. The contract was awarded by Urban Vision Partnership Limited and novated over to Salford City Council.

HR IMPLICATIONS Supplied by:

There are no HR implications associated with this report

Page 7 7 CLIMATE CHANGE IMPLICATIONS Supplied by: Matthew Ryan Strategic Drainage Engineer 779 4050, on behalf of Michael Hemmingway Principal Officer Climate Change

The Drainage and Culvert Investment Programme seeks to ensure that the efficiency of the highway and culvert drainage systems is optimised. This will reduce the flooding impact and flooding incidents which will protect against the consequences of extreme weather conditions.

OTHER DIRECTORATES CONSULTED:

Place- Environment

CONTACT OFFICER: Steve Mangan TEL NO: 0161 603 4034

WARDS TO WHICH REPORT RELATES: ALL

Page 8 8 Agenda Item 3b

Part 1: Open to the Public – Item No.

REPORT OF STRATEGIC DIRECTOR PLACE

TO LEAD MEMBER FOR PLANNING AND SUSTAINABLE DEVELOPMENT

ON 12th MAY 2020

TITLE: CRASH BARRIER INVESTMENT PROGRAMME 2020/21

RECOMMENDATIONS:

That the Lead Member for Planning and Sustainable Development approves the Highway Crash Barrier Investment Programme (CBIP) capital budget proposals for 2020/21 as outlined in the report.

EXECUTIVE SUMMARY: The provision for the Highway Crash Barrier Investment Programme for 2020/21 has been confirmed as £91,000. The budget apportionments detailed in the report outline the 2020/21 scheme proposals, which form part of an ongoing rolling programme of structural inspection and repair works.

BACKGROUND DOCUMENTS:

Appendix A - A3 plan indicating the highway crash barrier locations in Salford

KEY DECISION: No

Page 9 1 DETAILS:

1. The Highway Crash Barrier Investment Programme

1.1 The capital funding allocation for highway crash barrier maintenance during 2020/21 has been confirmed as £91,000.

1.2 Section 39 of the Road Traffic Act 1988 places a statutory duty on local authorities to carry out, amongst other things, a programme of measures designed to promote road safety, studies of accidents arising out of use of vehicles and to enact appropriate measures to prevent and reduce the possibility of such accidents. The Traffic Signs Regulations and General Directions 2016, The Requirements for Road Restraint Systems (Vehicle and Pedestrian) and the recommendations within Well Maintained Highways; Code of Practice for Highway Maintenance Management set out the prescribed standards placed on the Authority to ensure that the crash barriers provided are all of the required standard and are maintained to a safe and adequate condition.

1.3 During 2007 the length and location of all highway related crash barriers within Salford was ascertained as part of an adopted highway asset valuation exercise outlined in the ‘Guidance Document for Highway Infrastructure Asset Valuation’ produced by the County Surveyors Society / TAG Asset Management Working Group. This valuation is currently used to support the mandatory ‘Whole of Government Accounts Process (WGA)’

1.4 As part of this ongoing process the following data is being collated.

 Inventory – location, length, height, type of fence or barrier, etc  Integrity – based on structural / condition assessment by a specialised contractor  Site classification – each site to be classified in terms of risk (hazards, speed of traffic, frequency and severity of accidents, type and condition of fence or barrier.  Tensioning bolts of steel tensioned crash barrier should be checked and reset to correct torque every 2 years in conjunction with a defined programme of routine inspection and repair.

1.5 Regular visual inspection of the highway crash barriers is undertaken as part of a routine safety inspection process, and noted faults and defects are identified for appropriate repairs.

1.6 The crash barrier improvement programme seeks to:

 Identify barriers that have reached the end of their useful service life

 Identify barriers that have sustained accident damage

Page 10 2  Identify barriers showing signs of corrosion and rust due to lack of timely maintenance

 Identify barriers that are non-compliant with current design standards

 Establish a lifecycle position and future costs for maintenance and repair

1.7 During 2019/20 it is proposed to carry out the works identified in Table 1 below.

Location Type of Repair Estimated Cost

A6/ A580-Road Restraint Barrier System “Armco barrier” and support £60,000 Replacement struts replacement

“Armco barrier” and support Miscellaneous Structural Repairs £31,000 struts replacement

Total – 2020/21 £91,000

Table 1 – Crash Barrier Investment Proposals 2020/21

1.8 A breakdown of the cost of these proposed works is as shown in Table 2 below.

Work Element (£) Total (£) A6/A580 Road Restraint Barrier System Replacement Direct Works Cost £48,532 Depot Overheads (23.63%) 11,468 £11,468

Total Construction Costs £60,000

Work Element (£) Total (£) Miscellaneous Structural Repairs: Direct Works Cost £25,075 Depot Overheads (23.63%) 5925 £5,925

Total Construction Costs £31,000

Total Budget for programme £91,000 Table 2 - Cost Breakdown

1.10 Further schemes and budget estimates will be prepared from the condition indices derived from the survey data collected during 2018/19. Identified

Page 11 3 schemes will be prioritised for inclusion in future programmes of work, subject to budget availability, and will be detailed in future briefing notes.

KEY COUNCIL POLICIES: Enhancing Life in Salford, Think Efficiency, Improving the Environment

EQUALITY IMPACT ASSESSMENT AND IMPLICATIONS: There are no adverse implications relating to equality issues. Well maintained crash barriers ensure the continued safety of the travelling public. A community equality impact assessment has been completed and concludes that the proposals will have a positive impact on communities.

ASSESSMENT OF RISK:

Medium – It is important that the existing highway crash barriers are inspected, repaired and replaced when appropriate in order to ensure the continued safety of the travelling public.

LEGAL IMPLICATIONS Supplied by: Tony Hatton (219 6323) and Azra Furheen (234 4173).

Date 21st April 2020

Section 39 of the Road Traffic Act 1988 imposes a duty upon the City Council to:

i) prepare and carry out a programme of measures designed to promote road safety and may make contributions towards the cost of measures for promoting road safety taken by other authorities or bodies;

ii) carry out studies into accidents arising out of the use of vehicles on roads or part of roads, other than trunk roads, within their area and must, in the light of those studies, take such measures as appear to the authority to be appropriate to prevent such accidents, including the dissemination of information and advice relating to the use of the roads, the giving of practical training to road users or any class or description of road users, the construction, improvement, maintenance or repair of roads for which they are the highway authority and other measures taken in the exercise of their powers for controlling, protecting or assisting the movement of traffic on roads.

If studies support the installation of the crash barriers in order to improve road safety then installation of such barriers would mitigate any liability on the part of the local

Page 12 4 authority for failing in its duty of care to implement measures designed to prevent or reduce accidents, provided those barriers comply with and have been installed in accordance with all regulatory requirements.

Finally, s.41 of the Highways Act 1980 (‘the Act’) places upon highway authorities the duty to ‘maintain’ those highways that are maintainable at the public expense. The Act defines ‘maintenance’ as including repair for the purposes of the Act. The said highways should be in a fit state to accommodate the ordinary traffic which passes or may be expected to pass along them, which would include the maintenance of crash barriers where studies have indicated that these should be installed to improve highway safety.

When commissioning contracts for the procurement of goods, services or works the City Council must comply with the requirements of the Public Contracts Regulations 2015, as well as its own Contractual Standing Orders (CSO’s) and Financial Regulations as set out in the Constitution.

Depending on the value of the works to be undertaken as part of the crash barrier investment programme, the Council may appoint contractors from an appropriate framework or undertake a quotation exercise, if it does not carry out the work itself.

FINANCIAL IMPLICATIONS Supplied by: Alison Woods, Finance Officer, Tel. 925 1135

Date: 21st April 2020

There is sufficient capital funding within the approved Highway Crash Barrier Investment Programme for 2019/20, to fund the works identified within this report to a total cost of £91,000.

Close monitoring of expenditure will be necessary to ensure that the programme of works is delivered within the allocated resources.

PROCUREMENT IMPLICATIONS Supplied by: Tom Woods, Procurement Officer 686 6296

The most appropriate way to procure this activity would be to approach the current specialist contractor directly and seek Delegated Dec Notice exception to direct award to them. This will ensure that there is continuity of quality, value and aesthetics.

Page 13 5 HR IMPLICATIONS Supplied by: Not Applicable for this report as there are no HR implications.

CLIMATE CHANGE IMPLICATIONS Supplied by: Not applicable for this report as there are no climate change implications

OTHER DIRECTORATES CONSULTED:

CONTACT OFFICER: Steve Mangan TEL NO: 0161 603 4034

WARDS TO WHICH REPORT RELATES: ALL

Page 14 6 Page 15 Page

Drawn Urban Vision Partnership Ltd Title GW Highway Services Highway Depot Appendix A Date Swinton Hall Road Ref Swinton Salford Location of crash barriers Scale M27 4HH − 1:65,747 This page is intentionally left blank Agenda Item 3c

Part 1: Open to the Public

REPORT OF THE STRATEGIC DIRECTOR PLACE

TO THE LEAD MEMBER FOR PLANNING AND SUSTAINABLE DEVELOPMENT

LEAD MEMBER BRIEFING

12th MAY 2020

TITLE: PROPOSED PARK & RIDE SITE ON CHESTNUT AVENUE, WALKDEN

RECOMMENDATIONS: That the Lead Member notes the intention to develop a Park & Ride site in Walkden and approves the costs associated with CCTV equipment to provide a more secure environment for its patrons.

EXECUTIVE SUMMARY: It is intended to develop the site of the former Local Authority depot on Chestnut Avenue and implement a Park & Ride facility to encourage use of the adjacent Walkden train station. This report provides the costs and seeks approval to the implementation and maintenance of a CCTV camera and associated back office equipment.

BACKGROUND DOCUMENTS: N/A

KEY DECISION: No

Page 17 1 DETAILS: 1 BACKGROUND

1.1 Salford and Transport for Greater Manchester (TfGM) have been working on a proposal that utilises the former Chestnut Road depot in Walkden in order to then develop a Park & Ride site.

1.2 There is currently no car parking provision at the Walkden railway station other than informal on-street parking bay provision on Walkden Road and on streets surrounding the station.

1.3 The proposal would develop the depot site to provide free parking for circa 105 vehicles accessed from Chestnut Road which would encourage the use of the railway station and take parking pressures off the surrounding residential streets. There would be a combination of spaces for the mobility impaired, electric vehicle charge points and the remainder general vehicles.

1.4 Access to Walkden railway station is then 1-2 minutes away via Chestnut Road leading to the main access on Walkden Road.

1.5 In order to improve the security of the site the intention is to provide CCTV and monitor the car park remotely. The costs for the procurement and implementation of the CCTV system will be paid for from the main project capital budget, this report seeks approval to expenditure on those ongoing revenue costs from Salford’s Parking revenue allocation.

2 FINANCIAL DETAILS

2.1 Ongoing revenue costs totalling £ 4,323 per annum to pay for monitoring, maintenance and line rental are detailed in the table below.

Revenue Costs Annual monitoring of the Hikvision NVR including 1st camera £1277.50 Additional £50 per additional camera x7 £350.00 Maintenance – 2 visits, clean, inspect and service £550.00 Cyclical replacement repair contingency (suggested by Lee Evans to be £500.00 retained in client budget) Fibre Circuit - BT Quarterly PSTN Line Rental £37.89 Fibre Circuit – BT FTTC GEA 80/20 Etherway access charge £176.00 Fibre Circuit – BT 20MB Etherflow EVC service charge £1431.00 Revenue Total £4322.39

2.2 If approved then it is intended that these costs will be funded from the Parking Services revenue allocation on an annual basis.

Page 18 2 3 RECOMMENDATION

3.1 It is recommended that the Lead Member notes the intention to develop a Park & Ride site in Walkden and approves the costs associated with CCTV equipment to provide a more secure environment for its patrons.

KEY COUNCIL POLICIES: Local Transport Plan

EQUALITY IMPACT ASSESSMENT AND IMPLICATIONS: N/A

ASSESSMENT OF RISK: LOW

LEGAL IMPLICATIONS Supplied by: N/A

FINANCIAL IMPLICATIONS

Supplied by: Martin Anglesey, Finance Officer x3248

Budget exists on D0671 5001

PROCUREMENT IMPLICATIONS Supplied by: N/A

HR IMPLICATIONS Supplied by: N/A

CLIMATE CHANGE IMPLICATIONS Supplied by: N/A

OTHER DIRECTORATES CONSULTED: None

CONTACT OFFICER: Andy Devine TEL NO: 07717 431738

WARDS TO WHICH REPORT RELATES: WALKDEN SOUTH

Page 19 3 This page is intentionally left blank Agenda Item 3d

Part 1 - Open to the Public ITEM NO.

REPORT OF THE STRATEGIC DIRECTOR PLACE

TO LEAD MEMBER FOR PLANNING AND SUSTAINABLE DEVELOPMENT

LEAD MEMBER BRIEFING

12th May 2020

Salford City Council (Chorley Road, Swinton) (Bus Lane) Order 2020 & City of Salford (Chorley Road, Partington Lane and Station Road, Swinton) (Prohibition of Waiting / Loading / Unloading and Taxi Stand Clearway) Order 2020 (TRO Ref No: 2304)

RECOMMENDATIONS:

That the Lead Member for Strategic Planning and Sustainable Development consider the contents of this report and the deliberations of the Traffic Advisory Panel and makes a decision to:

Authorise the making of the Traffic Regulation Order in the form given in the Notice of Proposals as set out in this report.

EXECUTIVE SUMMARY:

Salford City Council in conjunction with Transport for Greater Manchester (TfGM) has developed a series of measures, the Salford Bolton Network Improvement (SBNI) programme, across Salford and Bolton to make the transport network more efficient. It aims to make travel easier for everyone, including public transport users, drivers, pedestrians and cyclists. Bus passengers in particular will see quicker, more reliable journey times.

The improvements will also help encourage economic growth by providing better access to employment opportunities, health, education, retail and leisure facilities. Funding for the improvements has been supported by Central Government through the Greater Manchester Growth Deal.

The SBNI programme is one of twelve major transport schemes being delivered through Growth Deal funding. It comprises of a series of discrete Delivery Packages which will collectively provide corridor-wide, multi-modal, local transport infrastructure interventions to connect communities, make the network more efficient and reduce unpredictable delays.

Page 21 1 This part of the SBNI scheme seeks to introduce bus lanes and associated complementary waiting and loading restrictions on the A6 Chorley Road, Swinton, Salford. As part of the proposals the existing signal junctions at Wellington Road and Station Road/Partington Lane junction will be improved, particularly for pedestrians.

The proposals were consulted initially with the Traffic Management Unit (TMU) on 14th November 2019 and comments were received from ward councillors.

These comments were reviewed, and amendments were made to the detail of the scheme. A meeting was arranged to discuss proposal with councillors on 16th December 2019. No other objections were received from TMU members to the scheme.

The Traffic Regulation Orders (TRO) to introduce the bus lanes and waiting restrictions were advertised on the 23rd Jan 2020 for a period of 21 days and seven objections were submitted to the proposal.

The matter was considered at a meeting of the Traffic Advisory Panel on the 5th March 2020. All objectors were invited to provide representation in respect of the proposed scheme. No objectors attended meeting, with three objectors sending apologies and further representations.

Following consideration of the objections, no amendment is suggested to the advertised proposal.

The Lead Member for Planning & Sustainable Development requested further information relating to the benefits of the scheme and indicated that he would make a decision regarding the proposed scheme at a future Lead Member Briefing. Having considered the representations made at the meeting and the additional information that was supplied, he was minded to make a decision to approve advertised proposal.

BACKGROUND:

The Salford Bolton Network Improvement (SBNI) major scheme is promoted by Transport for Greater Manchester (TfGM), with support from TfGM’s delivery partners, Bolton Council (BC) and Salford City Council (SCC). It will provide a comprehensive package of capital infrastructure improvements for pedestrians, cyclists, bus and rail passengers, and general traffic, focused around a local transport and District Centre network that serves over 100,000 residents in Bolton and Salford and will benefit over 12 million bus passengers per year

The SBNI area’s economic vitality is hampered by a number of challenging transport related constraints including: - District Centres with uninviting, non-user friendly transport facilities; - Peak-time congestion (including M60/M61/M62 motorway related problems); - Poor punctuality and reliability of the local bus network and Poor public transport connections (e.g. slow, infrequent, inconvenient and unpredictable journey times and interchange arrangements) to important places of employment, education, health and leisure

Page 22 2 As part of the SBNI scheme, improvements have been identified to provide peak time bus lanes on the A6 Chorley Road, towards Bolton, as detailed below and on the attached plans. This is an important and busy bus connection on the network and at peak times buses can be delayed and journey times increased, which can result in a lack of punctuality on the services that utilise this road.

In conjunction with TfGM a scheme has been designed to improve the Wellington Road and Station Road/Partington Lane junctions on the A6 to assist pedestrians in negotiating these two busy junctions in Swinton centre. As part of the scheme it is also proposed to introduce peak time bus lanes on the A6 Chorley Road.

It is considered that the proposed bus lanes will reduce journey times and increase punctuality and reliability on this important bus route within Salford and will improve public connections on one of main corridors between Bolton and Salford and between Salford and Manchester.

Whilst SBNI’s primary focus is to improve the quality of sustainable modes of transport across the Bolton – Farnworth/Walkden – Swinton – Salford corridor, the programme of interventions will also provide improvements for private car users through improved junction performance and more efficient use of highway space which will in turn lead to less congestion.

The bus lanes also require a review of existing waiting/loading restrictions to ensure that the bus lanes and opposing traffic lanes and routes towards and beyond the signalised junctions in Swinton are kept clear of parked vehicles during the hours of bus lane operation which is to be Monday-Friday 7-10am and 4-7pm.

PROPOSAL:

A public consultation exercise on the proposals was carried out in January 2020. This comprised of a letter drop to property frontagers, as well as being distributed by Swinton Square staff to shoppers and a drop-in session was held on 22nd January 2020 at Swinton Gateway to enable residents to view and comment on the proposals. Ten people attended the drop-in session and as a result of this engagement no amendments were proposed to the scheme.

The Traffic Regulation Orders were advertised within the local press on 23rd Jan 2020 for 21 days, additional notification of the proposal was made by placing site notices along the corridor as well as including the proposals on the Councils website, during which time 7 objections were received to the proposals.

CONSIDERATION OF OBJECTIONS:

No Objection Details SCC Response 1. I live in … and totally object to the The funding for the scheme is provided road works near Swinton town hall. through the Central Government Local What a waste of public money and Growth Deal fund and is specifically

Page 23 3 funds.... a public consultation would allocated to transport schemes. These identify a greater need for other proposals meet the Central Government projects other than this. Local Growth Deal funding criteria set out I’ve lived in this area all my life & by Greater Manchester Combined disgusted public funds are being spent Authority (GMCA) in this way! There is absolutely no logical explanation. The proposed scheme will provide significant benefits for pedestrians by ensuring that the junctions are designed to current standards incorporating the correct tactile paving, pole locations and rotating cones. It would also have an overall positive impact on bus passenger journey times and, rather than increasing congestion and delay for other highway users, the traffic modelling undertaken to assess the impact of the proposals has indicated that the scheme would result in marginal capacity benefits at the junctions. The benefits of the scheme have been assessed through a robust modelling exercise and the proposals have been the subject of an economic appraisal to ensure they provide an appropriate value for money.

2. I object on the grounds of Health, Safety, Prejudice and a Gross Misuse of Local Government Monies… Health The proposals will increase the The traffic modelling undertaken to assess number of vehicles either going the impact of the proposals has indicated through the area or with their engines that the scheme would result in marginal idling which will increase the amount capacity benefits at the junctions. The of pollution in an area that already benefits of the scheme have been assessed struggles with pollution. through a robust modelling exercise and In a morning; the already-congested the proposals have been the subject of an Station Rd, which often has nose-to- economic appraisal to ensure they provide tail traffic from the Chorley Rd an appropriate value for money. junction up to the A666, Bolton Rd will see this problem exacerbated by The traffic count data obtained for Station the proposed closure of the ‘slip’ road Rd/Chorley Rd demonstrated that the close to the Lancastrian Hall. By number of vehicles turning left from closing this the cars that usually Station Road to Chorley Road (eastbound) utilise this slip road will be forced to is relatively low, with 119 vehicles join the queues which go straight on making this manoeuvre between 08:00 – or turn right. I envisage this problem 09:00 and 111 between 17:00 – 18:00, will not only impact negatively on which equates to approximately 2 vehicles Station Rd but Bolton Rd and per minute. The removal of this left turn

Page 24 4 Queensway also. lane is not foreseen to have a significant In the evening; the proposal to create impact on traffic flows. Furthermore, other the two short bus lanes on the A6 amendments to the traffic signal stage Chorley Rd will mean adding to what order and the increasing the currently is currently a shocking stretch of road. substandard lane widths will improve the Daily, the traffic is at a standstill overall efficiency of the junction and between the A6/ Partington should negate the minor impact of Rd/Station Rd junction and that of the removing a general traffic lane from the A6/Worsley Rd junction and beyond. north (Station Road). I do not think it unrealistic the traffic will tail back as far as Victoria Park The data/information collected to inform should the road changes take place. the traffic modelling for the scheme has The stretch of road immediately also identified that vehicles routinely outside the Town Hall has two lanes queue on the left hand lane westbound on with the outer lane used by motorists the Chorley Rd approach to Station Rd turning right up Station Rd. The with the right hand lane left relatively changes will mean traffic going empty. This is due to the fact that the straight on at the lights will occupy average number of right turners from the outer lane before manoeuvring Chorley Road westbound onto Station back to the inner lane and therefore Road is low with an average of two the traffic going right will add to the vehicles turning right from Chorley Road slow moving traffic in the area onto Station Road at the busiest time of the day. Introducing the proposed bus lane will therefore result in traffic which currently queues in a single lane (the left hand lane) being relocated to the underutilised right hand lane.

As a result, the transport modelling for the scheme has demonstrated that the proposals is not foreseen to increase congestion and delay overall.

Travelling by bus presents a more sustainable way of travelling for thousands of people each day, particularly at peak times. For example, a bus can carry around 60- 70 people in the same amount of road space taken up by two cars. Buses are also important for social inclusion and the promotion of measures to support bus use are a key part of Greater Manchester’s 2040 Transport Strategy.

Punctuality and reliability are the primary concerns of actual and potential bus users and this proposal will assist bus users in Salford by helping to deliver more reliable bus services. It also has the potential to

Page 25 5 encourage the use of bus travel to destinations across Salford as well as reducing car borne travel.

A better more reliable bus service has the potential to offer Salford residents a real alternative to using cars to many destinations. Based on current service patterns, 108 buses will travel in the proposed bus lanes between the hours of 07:00-10:00 and 16:00-19:00. These bus services are well used and the benefits of the scheme in terms of bus punctuality and reliability are therefore significant when it is factored by the number of passengers using these services.

Health; the increase in idling and/or slow moving traffic in the traffic will The modelling work indicates that this will mean a surge of pollution in the area. not be the case. It is unfair on road users, pedestrians and cyclist to have to breath in the additional pollution.

Safety The bus lanes will, as previously mentioned, increase the traffic in the The bus lanes will not increase traffic. area but will also mean more traffic Appropriate signs and road markings will manoeuvres taking place (ie having to be provided to give a clear message to be in the outer lane immediately drivers as to which lane they should opposite the cenotaph before having occupy to negotiate the lengths of road in to move to the inner lane to go question. The scheme will also be Safety straight on at the lights then move Audited throughout the design process to into the outer lane again opposite the ensure, insofar as possible that it operates Town Hall and then having to move safely. Lane changing manoeuvres to the inner lane again to go straight currently take place on the A6 through on at the next traffic lights). Whilst Swinton and the collision history does not making these driving moves there give cause for concern. needs to be constant awareness of buses, bikes, pedestrians and traffic signals. There is a great deal of information to process to make the right motoring decisions and this could lead to road traffic collisions with other vehicles or even the general public. Also, whilst this shouldn’t be a factor

Page 26 6 but actually is, the driving in this area is erratic due to frustrations with slow moving traffic. Adding to the frustrations will no doubt lead to increased erratic behaviours. 40% of road accidents in the UK in 2018 were as a result of not looking The need to ‘look properly’ is a constant properly; if the road modifications requirement when driving anywhere. were implemented the need to be aware and look properly will be magnified.

Prejudice The proposals are clearly aimed at increasing the speed of buses through The scheme will assist in promoting bus this traffic hotspot with absolutely no punctuality, but it also offers consideration to the lives of those improvements for pedestrians with negatively impacted. marginal improvements at the junctions The only people to benefit will be the bus users who will ‘benefit’ only by Travelling by bus presents a more seconds whilst every other road user sustainable way of travelling for thousands will be penalised. of people each day, particularly at peak One bus user sarcastically told me , times. For example, a bus can carry upon seeing the plans, ‘that’ll take 15 around 60- 70 people in the same amount seconds a day off my bus journey’ of road space taken up by two cars. Buses when I was discussing the proposals are also important for social inclusion and with general members of the public. I the promotion of measures to support bus do appreciate there needs to be more use are a key part of Greater Manchester’s bus use but the buses that pass 2040 Transport Strategy. through, especially in the morning are This proposal will assist bus users in full by the time they get to Swinton so Salford by helping to deliver more reliable the road modifications will benefit bus services. It also has the potential to only those already on the bus who encourage the use of bus travel to have journeyed from Bolton, Leigh destinations across Salford as well as etc and not Swintonians. reducing car borne travel. The additional time taken to travel by alternative modes of transport seems This has been included within the traffic not to be taken into by the council so modelling exercise and there is are being prejudiced against as a nil/minimum detriment overall to general result. traffic as a result of these proposals. This additional time costs working families more in additional child care, This has been included within the traffic deprives children of quality family modelling exercise and there is time with their and stops people from nil/minimum detriment overall to general doing evening activities such as going traffic as a result of these proposals. to the gym or sporting activitities which is good for the health of those individuals. The current roadworks in the area highlight this as members of the Swinton/Pendlebury SCLL centre

Page 27 7 have been unable to get to classes on time and have seen reduced numbers since these works commenced.

It prejudices against self-employed workers and small and large This has been included within the traffic businesses alike who have to trudge modelling exercise and there is through the clogged A roads to just nil/minimum detriment overall to general get to a job or make a delivery…. traffic as a result of these proposals. I have spoken to many business owners on the estate and they are exasperated with traffic in the area already and are considering moving.

Taxi companies are also struggling to get their self employed drivers This has been included within the traffic through the traffic mayhem. Some modelling exercise and there is drivers even refuse to come into the nil/minimum detriment overall to general area in busy times. traffic as a result of these proposals.

Surely the Council has to take into consideration the thoughts of those who work for a living?

I have an online petition of over 850 signatures and a further 150+ pen and These petitions have not been submitted paper signatures who oppose this with the lead petitioners representations move by the council. Many have said and cannot be considered as part of this it is pointless as they will just do as report. they please, they always have.

Waste Of Public Monies I am unaware of what the cost to the council tax payer will be to complete The funding for the scheme is provided these works but it simply cannot be through the Central Government Local justified by the minimal impact it will Growth Deal fund and is specifically have for bus users and the massive allocated to transport schemes. These impact it will have on other road users proposals meet the Central Government and pedestrians. Local Growth Deal funding criteria set out When I went to the consultation at by GMCA. The Swinton Gateway I was informed It is unlikely, but not impossible, that there were further plans to re-vamp these junctions will need significant the precinct and these plans could amendment to deliver the aims of the mean the road layout being changed Swinton Transformation proposals. again in the next few years, again costing money. Why can’t the plans be postponed to such a time when the precinct area is upgraded? Or is it a case of we have money in the budget

Page 28 8 for it this year so we will use it.

3. I am writing to object to this proposal, I have looked at both plans and I honestly thought I hadn’t understood it properly but I have. So basically Whilst only short bus lanes are proposed, you are going to install extremely the scheme will ensure that buses gain an short bus lanes so that means a bus advantage on the approach to the two sets will be in the normal traffic, it will of traffic signals on the A6 in Swinton. then be able to go into a bus lane for a Specifically, the bus lanes will enable few meters & then it will have to buses to bypass queuing traffic and move rejoin normal traffic? I honestly towards the front of the queue thereby cannot see what benefit these increasing the likelihood of approaching ludicrous plans will have in an area buses getting through the lights on the which already has a huge traffic next cycle. The bus lanes will also make it problem in no small part caused by easier for buses to pull into and out of the the other ridiculous situation with the bus stop laybys by removing queuing full time bus lanes on the A580? traffic from the left hand lane.

In Swinton we are currently living The temporary roadworks are not an through the hell that temporary lights accurate indication of the proposals. for gas mains repairs have caused, I The traffic modelling indicates that the live in Wardley and at the moment I schemes are expected to result in marginal am basically a prisoner in my own capacity benefits overall at the junctions home as the roads are gridlocked. I but will significantly improve these will no longer be doing my shopping junctions for pedestrians and also provide in Swinton I will go the other way to reliability benefits for bus passengers. Walkden. I expect the current situation will massively adverse impact on the traders in Swinton which has more or less been destroyed anyway, there are so many empty units on Swinton Square & I foresee more to follow. If you were to go ahead with this crazy scheme Swinton will effectively be a no go Zone. The funding for the scheme is provided You seriously need to review what through the Central Government Local this money is being spent on, there are Growth Deal fund and is specifically plenty of other more important things allocated to transport schemes. These such as demolishing the eyesore that proposals meet the Central Government is the Lancastrian Hall & rejuvenating Local Growth Deal funding criteria set out Swinton Square so it is somewhere by GMCA. The benefits of the scheme people actually want to and are able have been assessed through a robust to visit. modelling exercise and the proposals have been the subject of an economic appraisal

Page 29 9 to ensure they provide an appropriate value for money.

4. I wish to object to the plans The proposed scheme will provide referenced above, my objections are significant benefits for pedestrians by as follows: ensuring that the junctions are designed to current standards incorporating the correct Bus lanes at the proposed area will tactile paving, pole locations and rotating force traffic into a single lane creating cones. It would also have an overall further congestion coming from positive impact on bus passenger journey Manchester. This congestion will times and, rather than increasing increase traffic fumes and pollution. congestion and delay for other highway Short bus lanes will users, the traffic modelling undertaken to cause confusion to drivers. assess the impact of the proposals has indicated that the scheme would result in marginal capacity benefits at the junctions. The benefits of the scheme have been assessed through a robust modelling exercise and the proposals have been the subject of an economic appraisal to ensure they provide an appropriate value for money.

The traffic count data obtained for Station Rd/Chorley Rd demonstrated that the Removing the left turn filter lane will number of vehicles turning left from cause further congestion to traffic Station Road to Chorley Road (eastbound) coming down Station Road which is relatively low, with 119 vehicles will also increase traffic fumes and making this manoeuvre between 08:00 – pollution. 09:00 and 111 between 17:00 – 18:00, which equates to approximately 2 vehicles per minute. The removal of this left turn lane is therefore not foreseen to have a significant impact on traffic flows. Furthermore, other amendments to the traffic signal stage order and the increasing the currently substandard lane widths will improve the overall efficiency of the junction and negate the impact of removing a general traffic lane from the north (Station Road).

The data/information collected to inform the traffic modelling for the scheme has also identified that vehicles routinely queue on the left hand lane westbound on the Chorley Rd approach to Station Rd with the right hand lane left relatively empty. This is due to the fact that the average number of right turners from

Page 30 10 Chorley Road westbound onto Station Road is low with an average of two vehicles turning right from Chorley Road onto Station Road at the busiest time of the day. Introducing the proposed bus lane will therefore result in traffic which currently queues in a single lane (the left hand lane) being relocated to the underutilised right hand lane.

As a result, the transport modelling for the scheme has demonstrated that the proposals is not foreseen to increase congestion and delay overall.

This proposal will assist bus users in Salford by helping to deliver more reliable bus services. It also has the potential to encourage the use of bus travel to destinations across Salford as well as reducing car borne travel. The modelling indicates improvements for general traffic as a result of the improved traffic signalised junctions as well as significant improvements for pedestrians.

I do agree with increase double Noted yellow lines, however the existing yellow lines outside the bank are usually ignored.

5. I strongly object to the proposed plans The traffic modelling indicates that the to introduce bus lanes on Chorley schemes are expected to result in marginal road. I can not understand what if any capacity benefits overall at the junctions benefits this will have to daily but will significantly improve these commutes junctions for pedestrians and also provide reliability benefits for bus passengers. The length of the lanes are small and are pretty much the length of two Despite their relatively short length, the buses!! What is the point scheme will ensure that buses gain an advantage on the approach to the two sets This will not benefit the community at of traffic signals on the A6 in Swinton all spend the money on cleaning our which currently act as a pinch point for streets or youth clubs for our children buses and general traffic. Specifically, the bus lanes will enable buses to bypass queuing traffic and move towards the front of the queue thereby increasing the likelihood of approaching buses getting through the lights on the next cycle. The

Page 31 11 bus lanes will also make it easier for buses to pull into and out of the bus stop laybys by removing queuing traffic from the left hand lane.

The funding for the scheme is provided through the Central Government Local Growth Deal fund and is specifically allocated to transport schemes. These proposals meet the Central Government Local Growth Deal funding criteria set out by GMCA.

The funding cannot be used for the other priorities suggested. In particular, the Local Growth Deal funding can only be used for capital expenditure and the cleaning of streets would not fall within the definition of this and, as such, the capital funding assigned to the scheme could not be used for this purpose.

6. I wish to object in the strongest terms to the proposed bus lanes proposed for the Chorley Road area in Swinton. The traffic modelling indicates that the Bus lanes are unnecessary in this schemes are expected to result in marginal location and will only serve to cause capacity benefits overall at the junctions traffic chaos – unless that is what the but will significantly improve these Council’s plan is? Other councils, junctions for pedestrians and also provide Liverpool for example, have removed reliability benefits for bus passengers. all but their city centre bus lanes and Salford Council itself has dispensed The Bus Lanes on Eccles Old Road have with the bus lane outside Salford been suspended whilst some changes are Royal so why the need for two being made to the car parking isolated bus lanes here? I fail to see arrangements at Salford Royal. Once this how a staggered bus lane of 55m and work has been undertaken the City 73.15m will achieve any Council will review the extent and improvement, given that a bus is on operation of the Bus Lanes. Buses are an average 14m long – it basically lets essential part of the transport network in them in and out of the bus stop and Greater Manchester, helping to move a that’s it! The bus lane plans for the significant number of people around the A666 were sneaked in with minimal region and city centre and providing a oversight by Salford residents and I’m more sustainable way to move significant determined that this will not happen numbers of people at the busiest times of here. day. Although there are examples of bus lanes being suspended in other city regions, whether a bus lane can be introduced without having an unacceptable

Page 32 12 impact on general traffic is ultimately dependent on local circumstances.

Despite their relatively short length, the scheme will ensure that buses gain an advantage on the approach to the two sets of traffic signals on the A6 in Swinton which currently act as a pinch point for buses and general traffic. Specifically, the bus lanes will enable buses to bypass queuing traffic and move towards the front of the queue thereby increasing the likelihood of approaching buses getting through the lights on the first cycle. The bus lanes will also make it easier for buses to pull into and out of the bus stop laybys If you look now at the problems by removing queuing traffic from the left which have been caused by lane hand lane. closures due to the poorly timed gas main repairs, you will get an idea of what permanent problems you are The temporary roadworks is not an going to cause by messing with the accurate indication of the proposals. road layout. Perhaps spend some of The funding for the scheme is provided the doubtless hundreds of thousands through the Central Government Local of pounds that this white elephant will Growth Deal fund and is specifically cost on maintaining Salford roads and allocated to transport schemes. These stop manufacturing traffic issues for proposals meet the Central Government whatever agenda you are working to Local Growth Deal funding criteria set out by GMCA. The funding cannot be used for the other priorities suggested. In particular, the Local Growth Deal funding can only be used for capital expenditure and routine maintenance would not fall within the definition of this and, as such, the capital funding assigned to the scheme could not be used for this purpose.

7 I would like to register my objection There will be some delays whilst the work to the plans. The chaos this would is being undertaken, however, upon cause around the local areas would be completion the traffic modelling indicates horrific for residents and visitors that the schemes are expected to result in passing through. The local shops marginal capacity benefits overall at the would suffer as people would not visit junctions but will significantly improve the area while the work is being these junctions for pedestrians and also undertaken. I certainly would avoid provide reliability benefits for bus the area completely and take my passengers. custom elsewhere.

Page 33 13 PROPOSALS DETAIL WITH SCHEDULE:

Amendment and Consolidation of Existing Orders:

Revocation of Existing Orders for Bus Lane

Column 1 Column 2 Order Extent of revocation

THE BOROUGH OF SWINTON In Schedule to the Order; AND PENDLEBURY (BUS STOPS) (CLEARWAY) ORDER 1. Station Road, B5231 from its junction with 1973 Chorley Road A6 to its junction with Bolton Road A666

THE TRUNK ROAD (CHORLEY In its entirety ROAD, SWINTON AND PENDLEBURY) (BUS STOPS) (CLEARWAY) ORDER 1973

Revocation of Existing Orders for Prohibition of waiting, Loading / unloading etc.

Column 1 Column 2 Order Extent of revocation

THE CITY OF SALFORD In Schedule 2 to the Order; (CHORLEY ROAD, SWINTON) (REVOCATION OF Chorley Road, Swinton, both sides, from a point 27 PROHIBITION OF WAITING metres east of the junction with Wellington Road in a AND INTRODUCTION OF NEW westerly direction to the junction with Abbey Drive. PROHIBITION OF WAITING) ORDER 1996

THE CITY OF SALFORD In Schedule to the Order; (PARTINGTON LANE AND VICARAGE ROAD, SWINTON) Partington Lane, west side, from a point 15 metres (PROHIBITION OF WAITING) south of the junction with Vicarage Road to the ORDER 1990 junction with Chorley Road.

THE CITY OF SALFORD In its entirety (PARTINGTON LANE, SWINTON) (PROHIBITION OF WAITING (ORDER 1990) THE BOROUGH OF SWINTON In its entirety AND PENDLEBURY (STATION ROAD, SWINTON) (PROHIBITION OF WAITING) ORDER 1971 THE GREATER MANCHESTER In its entirety

Page 34 14 COUNTY (STATION ROAD, SWINTON) (PROHIBITION OF WAITING) (COUNTY) ORDER 1984. THE GREATER MANCHESTER In its entirety COUNTY (STATION ROAD, SWINTON) (PROHIBITION OF WAITING) (COUNTY) ORDER 1984 THE CITY OF SALFORD In Schedule to the Order; (CLARENDON ROAD, SWINTON) (PROHIBITION OF Chorley Road, north east side, from the western WAITING) ORDER 1994 kerbline of Clarendon Road in a westerly direction for AMENDMENT ORDER 1995 a distance of 22 metres.

SALFORD CITY COUNCIL In Schedule 2 to the Order; (MERCHANTS QUAY, VICARAGE GROVE, Partington Lane Swinton, east side, from its junction CHURCHILL WAY AND with A6 Chorley Road to the turning area outside the PARTINGTON LANE, Civic Centre SALFORD) (CAR CLUB PARKING PLACES PHASE 5) (ORDER 2016) THE CITY OF SALFORD In Schedule 2 to the Order, (REVOCATION AND ESTABLISH OF HACKNEY Chorley Road, CARRIAGE STANDS AND PROHIBITION OF STOPPING South east side, from a point 27.4 metres south east of ON HACKNEY CARRIAGE Wellington Road in a south easterly direction (4 STANDS) ORDER 2003 spaces)

South east side, extending for a distance of 20 metres in a south easterly direction commencing at a point 30 metres south east of the junction with Partington Lane. (4 spaces)

North west side, from a point 140 metres west of the north westerly kerbline of Wellington Road in a north westerly direction for a distance of 10 metres. (2 spaces)

Station Road, Swinton, on the west side, from a point 50 metres north of the northerly kerbline of Chorley Road in a northerly direction for a distance of 15 metres. (2 spaces)

In Schedule 7 to the Order;

Chorley Road, south east side, from a point 27.4 metres south east of Wellington Road in a south

Page 35 15 easterly direction.

In Schedule 7 to the Order;

Chorley Road, south east side, extending for a distance of 20 metres in a south easterly direction commencing at a point 30 metres south east of the junction with Partington Lane.

Station Road, west side, from a point 50 metres north of the northerly kerbline of Chorley Road in a northerly direction for a distance of 15 metres. CITY OF SALFORD (STATION In its entirety ROAD, SALFORD) (PROHIBITION OF WAITING) ORDER 2015

CITY OF SALFORD (CHORLEY In Schedule to the Order; ROAD AND PARTINGTON LANE, SWINTON) All that part of Chorley Road, South west side, from a (DESIGNATED PAYING point 15 metres north west from the projected north PLACES) ORDER 2017 western kerbline of Stafford Road in a north westerly direction for a distance of 56 metres.

And Introduce New TRO’s

SCHEDULE 2

Bus Lane 7.00am to 10.00am and 4.00pm to 7.00pm on Monday to Friday

South west side, from a point 77 metres north of its junction with the north A6 Chorley western opposite projected kerbline of Pendlebury Road for a distance of 55 Road metres in north westerly direction. South west side, from a point 51.3 metres north west of its junction with the A6 Chorley north western opposite projected kerbline of Wellington Road for a distance of Road 73.15 metres in north westerly direction.

SCHEDULE 3 No Waiting and No Loading/Unloading- Monday to Friday 7am to 10am and 4pm to 7 pm

Chorley North east side, from a point 10 metres south east of the south eastern extended Road kerbline of Clarendon Road to its junction with Abbey Drive in a north westerly direction. Chorley South west side, from the north western extended kerbline of Pendlebury Road Road to its junction with Abbey Drive a north westerly direction. Partington Both sides, from its junction with Vicarage Road to its junction with Chorley Lane Road in north easterly direction.

Page 36 16 Station Road North west side, from the north eastern extended kerbline of Chorley Road for a distance of 50 metres in north easterly direction. Station Road North west side, from a point 65 metres north of north eastern extended kerbline of its junction with Chorley Road to its junction with Westover Street in a north easterly direction. Station Road South east side, from its junction with Chorley Road to its extended back of footway to its junction with Westover Street in a north easterly direction.

SCHEDULE 4 Taxi Rank 24 Hours

Station Road West Side, from a point 50 metres north of the northerly 3 spaces kerbline of Chorley Road in a northerly direction for a distance of 15 metres

DELIBERATIONS OF THE TRAFFIC ADVISORY PANEL:

The matter is to be considered at a meeting on 5th March 2020 and the objectors have been informed of the date and time of the meeting, inviting them to provide representation in respect of the proposed scheme.

No objectors attended the meeting but submitted an email with objection to consider by the Panel members.

Response to invitation: 1 Thanks for the invite,

Unfortunately, I have to work so will be unable to attend but to be honest, and having read the meeting collateral, it’s clearly already a done deal.

I would just like to say to the TAP that just because funding is being provided from elsewhere does not automatically make it a good idea. Sadly Salford City Council seem to be hell bent on making our city a no go area for cars and creating situations where pollution is exacerbated by their measures and not reduced, Chapel Street being a perfect example, and soon to be the A666 in Pendlebury and no doubt Swinton soon after. I know that you are almost certainly not permitted to pass on my comments to the TAP, but at least it’ll be recorded in this email.

SCC TT Team comments: Of the seven objections that have been submitted to Legal Services, one does indicate that he has an online petition of over 850 signatures plus a further 150 signatures on a paper petition. It is likely from the same person that has submitted an objection, within the objection period to Legal Services. However, there was no link provided to the online petition and the paper petition was not submitted with this objection.

Response to invitation: 2

Page 37 17 I am unable to make this date. I would like to suggest a meeting time outside of normal working hours as it is not fair I would have to take time out of my job to object. Having read up on the matter and the fact the council has taken the funds from the SBNI Program it would appear the decision has already been made to progress with these works? Am I correct in that assumption?

Due to the late notice I am unable to attend the meeting. After reading the objections I am most concerned that the petition signed in good faith, on a reliable website,by over 800 hundred people is being ignored, can you explain why?

Email sent by SCC Good Afternoon

You’ve not submitted/attached any petition on legal email address. I cannot find any legal petition on our website as well for Chorley Road scheme. I need proof of formal petition (with signature and contact information) to include in the report; If you have any please get back to me as soon as possible. Sincerely,…

Responded by objector This is the link for the petition I am referring to, I did not start it myself.

https://www.change.org/p/salford-city-council-stop-plans-to-introduce-bus-lanes- and-other-road-changes-on-a6-swinton-close-to-town-hall-a14e3836-a2b7-4077- aea8- e69bde082979?recruiter=173404019&utm_source=share_petition&utm_medium=fa cebook&utm_campaign=psf_combo_share_abi&utm_term=share_petition&recruited _by_id=fcec5f70-605a-11e4-9b6f-77cd6765f80c&share_bandit_exp=abi-20133252- en-GB&share_bandit_var=v2&utm_content=fht-20133252-en-gb%3Av12

Email sent by SCC Sent: 04 March 2020 16:39 Subject: RE: TAP Invitation- L/GS/OUT1093/799; TRO 2304- Chorley Road - SBNI DP2, Salford

Thanks Objector have not submitted this link to our legal advisor. cannot add this in the TAP report, I am afraid. I’ll add your comments in TAP meeting minutes tomorrow.

From the link provided, I am satisfied there is no point of objection within the header of the petition that is not covered within the report.

Ultimately, it would have been relatively straightforward for the lead petitioner, especially if it is the same person that has submitted a valid objection, to provide the link and paper petition to Legal Services so that they could have been included within the report. All of the points of objection raised within the seven objections have been considered within the report and the report covers the header issues within the online petition.

Page 38 18 TAP Meeting Consideration was given to a report of the Strategic Director for Place which detailed seven objections that had been received in response to a proposal to introduce bus lanes and waiting restrictions in the above area.

The report explained that the Council, in conjunction with Transport for Greater Manchester (TfGM), had developed a series of measures across Salford and Bolton (SBNI) to increase the efficiency of the transport network. The aim was to make travel easier for everyone, including public transport users, drivers, pedestrians and cyclists. Bus passengers, in particular, would see quicker, more reliable journey times.

The improvements would also help to encourage economic growth by providing better access to employment opportunities, health, education, retail and leisure facilities. Funding for the improvements had been supported by Central Government through the Greater Manchester Growth Deal.

The report indicated that the SBNI programme was one of twelve major transport schemes being delivered through Growth Deal funding. It comprised a series of discrete delivery packages which would collectively provide corridor-wide, multi-modal, local transport infrastructure interventions to connect communities, make the network more efficient and reduce unpredictable delays.

This particular part of the SBNI scheme sought to introduce bus lanes and associated complementary waiting and loading restrictions on the A6 Chorley Road, Swinton, Salford. As part of the proposals, the existing signal junctions at Wellington Road and Station Road/Partington Lane junction would be improved, particularly for pedestrians.

The proposals were initially consulted upon with the Traffic Management Unit (TMU) on 14th November 2019 and comments were received from ward councillors. Those comments were reviewed following which amendments were made to the detail of the scheme. A meeting involving TfGM and Councillors was held on 16th December 2019. No further objections to the scheme were received from TMU members.

Following its advertisement on 23rd January 2020, seven objections to the proposal were submitted.

It was established that the objectors had been notified of the arrangements for the meeting, however, none were in attendance.

The following issues were raised by the Chair on behalf of Councillor Hinds, Ward Councillor –

Q With regard to traffic turning left from Station Road onto Chorley Road, reference was made to a recent issue involving buses having had difficulty undertaking a left turn in this location – would the design of the proposed scheme address this issue?

A It was established that the design of the new junction would enable buses to make a left turn at this junction without difficulty.

Q With regard to the Chorley Road/Station Road/Partington Lane junction, would the

Page 39 19 phasing of the traffic lights be reviewed as part of the proposed scheme? (Reference was made to recent concerns that the phasing of the traffic lights did not appear to take account of the direction of traffic during the morning and afternoon rush hours, remaining the same throughout the day).

A The phasing of the traffic lights would be amended automatically based on detected traffic volumes.

Q With regard to traffic turning right onto Chorley Road from Wellington Road, it appeared that it would be difficult for vehicles to make this turn as there would only be one lane to turn into?

A The design of the scheme, including the location of the bus lane, would enable vehicles to make a right turn in the above location without difficulty.

The following questions were raised by Members of the Panel –

Q Would it be difficult for vehicles, and particularly buses, to turn left onto Station Road from Chorley Road?

A The design of the proposed scheme would enable all traffic to turn left in the above location without difficulty. It would also enable traffic to turn right from Station Road onto Chorley Road without difficulty.

Q With regard to the proposal to remove the slip road turning left from Station Road onto Chorley Road, would buses travelling towards Manchester be required to travel to the turning circle on Partington Lane in order to turn round, and then turn right onto Chorley Road.

A No the design of the scheme would not require buses to take the above action – buses would be able to turn left at the above location even if vehicles were in the right hand turn lane towards Walkden.

Q Can a Trixi Mirror be installed as part of this scheme.

A This will be forwarded to the design team for consideration, but it should be deliverable as part of the scheme.

Q With regard to cyclists travelling towards Walkden and turning left from Chorley Road onto Partington Lane, the current arrangement at the junction made it difficult for them to move to the front of the traffic queue – would the proposed scheme address this issue?

A Reference was made to cyclists being able to use the bus lane. It was indicated that the Design Team would be asked to consider the above issue.

Having carefully considered the deliberations of the TAP members the Lead Member indicated that he was minded to approve the advertised Traffic Regulation Order (TRO) and implement accordingly.

Page 40 20 RECOMMENDATION:

It is recommended that following consideration of the objections received that the scheme be introduced as advertised and contained within the schedules.

STATEMENT OF REASONS:

Improving the reliability of bus service has the prospective to enhance the attractiveness of public transport, thereby increasing passenger numbers and reducing car-based journeys.

This proposal, along with other SBNI schemes will improve public transport facilities within Salford in terms of journey times and punctuality. The scheme will also significantly improve facilities for pedestrians at these two busy town centre junctions. In order to improve these factors priorities for buses should be considered and these bus lanes and other Traffic Regulation Orders will assist in providing improved bus services.

The Bolton – Swinton, Manchester bus lanes will also improve public transport connectivity between Salford wards.

COMPARISON OF THESE PROPOSALS WITH EXISTING SITUATION:

The SBNI programme is focused on a strategically important urban corridor, which is located between the two major centres of Bolton Town Centre and Greater Manchester’s Regional Centre (the commercial core of Manchester/Salford). With areas of high level deprivation and areas with unsustainable levels of car ownership there is a need to stimulate economic performance whilst improving access to sustainable public transport.

The SBNI area’s economic vitality is hampered by a number of challenging transport related constraints including: - District Centres with uninviting, non- user friendly transport facilities; - Peak-time congestion (including M60/M61/M62 motorway related problems); - Poor punctuality and reliability of the local bus network; - Infrequent local rail service patterns; and - Poor public transport connections (e.g. slow, infrequent, inconvenient and unpredictable journey times and interchange arrangements) to important places of employment, education, health and leisure such as Bolton Town Centre, Bolton College and University, Salford University, Salford Quays, the Trafford Centre and the Regional Centre of Manchester, including the Oxford Road Corridor.

Whilst much needed improvements to the capacity and quality of the rail network would also help tackle these issues and provide for strategic connectivity to employment opportunities further afield, these improvements cannot be delivered within the timescales of the SBNI programme, and have therefore been ruled out of scope. Furthermore, rail-based improvements will only realise the highest benefit for the corridor if the complementary highways measures brought forward by this scheme are implemented to support local traffic and bus movements.

Page 41 21 In particular, without a punctual and reliable supporting bus network, the District Centres in the area will continue to lose trade to other centres which are currently easier to access by rail and car.

Therefore, the SBNI scheme objectives are to: - Support the economic vitality of the District Centres of Farnworth, Walkden, Swinton and Pendleton; - To substantially improve the punctuality, regularity and reliability of bus services operating through the defined study area, and aim to increase bus speeds where possible; - Strengthen links within and links in and out of the area to high employment / health / education and leisure locations (with emphasis on employment); and - Promote active, healthy lifestyles and making active sustainable travel safer and easier to use and an attractive alternative to the private car.

CONSIDERATION OF ALTERATIVE SOLUTIONS:

Improvement of efficiency of whole bus corridor would be an advantage not only for passengers travelling between Bolton, Swinton and Manchester but also it would increase reliability for passengers travelling on shorter distances within Salford.

KEY COUNCIL POLICIES: Local Transport Plan

EQUALITY IMPACT ASSESSMENT AND IMPLICATIONS:

The proposed improvements including the bus lanes, waiting restrictions, loading / unloading restrictions will make the highway network and surrounding area more accessible for all road users.

ASSESSMENT OF RISK: Low Risk:

Each package of schemes will be individually developed and will individually follow the council’s approval process. The works are of a similar nature to projects delivered previously and the City Council and TfGM have appropriate project management processes in place.

LEGAL IMPLICATIONS:

'Where objections are received by the Council following the advertisement of proposals, the decision regarding the implementation of the proposals is delegated to the relevant Lead Member for determination, following consultation with the Council’s Traffic Advisory Panel. Adhering to this procedure should not give rise to any legal implications.

If the decision is made to implement the proposals in this report, these should not give rise to any legal implications provided the works are carried out in accordance with the appropriate

Page 42 22 statutory requirements as set out in the Road Traffic Regulation Act 1984 and the Highways Act 1980

FINANCIAL IMPLICATIONS:

The scheme is being promoted by Transport for Greater Manchester (“TfGM”) on behalf of Greater Manchester Combined Authority (“GMCA”), in association with Salford City and Bolton Councils as part of the Greater Manchester Growth and Reform Deal therefore the scheme delivery costs will be externally funded by GMCA

PROCUREMENT IMPLICATIONS: Not applicable

HR IMPLICATIONS: Not applicable

OTHER DIRECTORATES CONSULTED: TfGM & Emergency Services

CONTACT OFFICER: Robert Owen (0161 779 4848) & Yogeshwari Patel (4857) WARDS TO WHICH REPORT RELATES: Swinton North & Swinton South, Salford.

Ben Dolan Strategic Director, Place

Attachments and appendixes: A. Revocation of existing orders B. Legal schedule. C. Drawings detailing the proposed. (as attached) D. Advertised legal notice. (as attached) Appendix: C Drawings attached 1. Ap- C- 1-2- TRO 2304- SBNI-UVP-DP2.pdf 2. Ap- C- 2-2- TRO 2304- SBNI-UVP-DP2.pdf

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APPENDIX D- Legal Site Notice and plan

TO LEAD MEMBER FOR PLANNING AND SUSTAINABLE DEVELOPMENT

LEAD MEMBER BRIEFING

12th May 2020

TITLE: Salford- Bolton Network Improvement Programme (SBNI – DP2) Salford City Council (Chorley Road, Swinton) (Bus Lane) Order 2020 & City of Salford (Chorley Road, Partington Lane and Station Road, Swinton) (Prohibition of Waiting / Loading / Unloading and Taxi Stand Clearway) Order 2020

(TRO Ref No. 2304)

The TRO was legally advertised on 23rd Jan 2020 for 21 days.

TRO published on the public notices section of the website (as per the link below).

https://www.salford.gov.uk/parking-roads-and-travel/roads/traffic-orders/chorley-road-area/

The matter was considered at a meeting of the Traffic Advisory Panel on the 5th March 2020. All objectors were invited to provide representation in respect of the proposed scheme

Plan of the proposal and site notice is attached.

Page 49 JLMB - Appendix D- TRO 2304- Chorley Road SBNI DP2 1 Notice is hereby given that

the Council of the City of Salford proposes to make the following orders under the Road Traffic Regulation Act 1984. The titles and effect of the proposed Orders will be as follows;

Salford City Council (Chorley Road, Swinton) (Bus Lane) Order 2020

Bus Lane 7am to 10am and 4pm to 7pm on Mon to Fri on: A6 Chorley Road: - SW side, from a point 77m N of its junction with NW opposite projected kerbline of Pendlebury Rd for 55m in NW direction. - SW side, from a point 51.3m N of its junction with NW opposite projected kerbline of Wellington Rd for 73.15m in NW direction

City of Salford (Chorley Road And Partington Lane And Station Road, Swinton) (Prohibition Of Waiting / Loading / Unloading And Taxi Stand Clearway) Order 2020

No Waiting and No Loading/Unloading- Monday to Friday 7am to 10am and 4pm to 7 pm on: Chorley Rd: - NE side, from a point 10m E of the south eastern extended kerbline of Clarendon Rd to Abbey Dr in a NW direction. - SW side, from the NW extended kerbline of Pendlebury Rd to Abbey Dr a NW direction. Partington Lane: - Both sides, from Vicarage Rd to Chorley Rd in NE direction. Station Rd: - NW side, from N of NE extended kerbline of Chorley Rd for 50m in NE direction. - NW side, from a point 65m N of NE extended kerbline of Chorley Rd to Westover St in a NE direction. - SE side, from Chorley Rd to its extended back of footway kerbline of its junction with Westover St in a NE direction.

Taxi Rank 24 Hours on: Station Rd: - W Side, from a point 50m N of the northerly kerbline of Chorley Rd in a N direction for 15m (3 bays). . Existing Orders are to be amended to be consistent with the above proposals. Copies of the proposed Orders together with the plans and a statement of the Council's reasons for proposing to make the Orders may be examined at Civic Centre, Chorley Road, Swinton, M27 5DA, between 8.30 a.m. and 5.00 p.m. Mondays to Fridays. Details can be viewed online at http://www.salford.gov.uk/parking-roads-and-travel/roads/traffic-orders/ .

Objections to the proposal must be sent in writing to [email protected] or c/o Fiona Ledden, City Solicitor PO Box 532, Town Hall, Manchester, M60 2LA, stating the grounds on which they are made, no later than Thursday 13th February 2020 (quoting ref: L/GS/OUT1093/799)

Ben Dolan, Strategic Director Place. Salford Civic Centre, Chorley Road, Swinton, Salford, M27 5DA. Dated: 23rd January 2020

Page 50 JLMB - Appendix D- TRO 2304- Chorley Road SBNI DP2 2 Agenda Item 3e

Planning & Sustainable Development

Lead Member Briefing

14 April 2020, 1:00pm Present: Councillor Antrobus – in the chair Councillor McCusker

Councillor Cammell

Officers: Ben Dolan, Shoaib Mohammad, James Shuttleworth, Steve Davey, Jackie Ashley, Rob Owen, Steve Mangan, Stephen Hands, Peter Openshaw, Janet Cross and Claire Edwards

1. Apologies for Absence

There were no apologies for absence submitted.

2. Declarations of Interest

There were no declarations of interest.

3. Items for Decision (Part 1 – Open to the Public)

3a. Review of the Highway Inspection & Repair Code of Practice

Consideration was given to a report of the Strategic Director Place regarding a review of the Highway Inspection and Repair Code of Practice. The report indicated that in October 2016, the national guidance document, “Well Managed Highway Infrastructure,” had been published. Several recommendations were made including a move to a risk-based approach for Highway Inspections and Repair. This document had provided a two-year lead in to allow Authorities to adapt to the new procedures. Salford had introduced the risk-based approach in October 2018. It was recommended that a regular review be undertaken across Greater Manchester and it had been agreed that this should take place every two years.

Reference was made to situations involving defects that may be identified to land in front of commercial premises, where ownership of the land in question was shared between the Council and a private party who refused to take any action. Reference was made to powers available to local authorities under the Highways Act 1980 in situations where extreme danger was posed to the public, and it was indicated that legal advice would be sought in such circumstances.

Discussion took place during which reference was made to the following minor revisions being required to the document –

(a) The inclusion of reference to over-hanging trees and how such obstructions would be dealt with.

(b) The terminology regarding the footway/pavement to be consistent throughout the document.

(c) The inclusion of some guidance around trigger points for repairs to potholes and the flexibility that existed. Reference was made to the general trigger point with regard to the carriageway being a depth of 40mm, with 25mm being the trigger point in respect of bus and cycle lanes, the side of roads used by cycles, locations where the carriageway has a designated cycle lane and where a cycle lane shares the footway. It was indicated that a risk assessment would be undertaken, taking into consideration the location of the pothole and the level of danger it presented. 1 Page 51 (d) The inclusion of reference to dropped kerbs due to the impact that the height of a kerb can have on the user.

(e) The inclusion of reference to the national guidance on street clutter, indicating that every opportunity should be taken to remove it where possible. It was explained that this was dealt with outside of the highway inspection code of practice and that elimination of street clutter is referenced at any scheme consultation exercise.

RESOLVED: THAT the Highways Inspection Code of Practice (V3.00), as detailed in the report, be approved, subject to the minor revisions set out above.

3b. Carriageway Patching Programme

Consideration was given to a report of the Strategic Director Place regarding the Carriageway Patching Programme. The streets identified in the report had suffered a considerable amount of deterioration because of the extreme weather over the autumn and winter of 2019 and 2020. The council has made provision a sum of £230,000 within the Block Three allocation to address this deterioration.

Discussion took place during which information was provided regarding progress in relation to the use of recycled materials as part of the patching process.

RESOLVED: THAT the programme of work identified in the report be approved.

3c. Highway Tree Replacement Policy

Consideration was given to a report of the Strategic Director Place with regard to the Highway Tree Replacement Policy, which had been designed to ensure clarity surrounding the approach to be taken when a highway tree is removed. The policy aligns to, strengthens and supports the existing Salford City Council Tree Management Policy.

Discussion took place which included the following suggested revisions to the policy –

(a) Removal of the bullet point relating to crime and anti-social behaviour (page 2).

(b) With regard to the new guidelines contained in the Environment Bill 2019-21 in relation to the felling of trees and the required consultation process, it be indicated within this policy that those guidelines would be adhered to once applied.

(c) With regard to tree replacement, it be indicated that consideration would be given to the quality/category of the replacement and that a two for one replacement policy would be applied where practical.

RESOLVED: THAT the Highway Tree Replacement Policy be approved, subject to the minor revisions set out above.

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