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Appendix a Sheffieldparkway1.Pdf APPENDIX A REPORT TO: HEAD OF DEVELOPMENT SERVICES - SCC HEAD OF PLANNING AND TRANSPORTATION - RMBC HEAD OF STREET PRIDE -RMBC INVESTIGATION INTO A REQUEST TO REDUCE THE SPEED LIMIT TO 50MPH ALONG THE DERESTRICTED LENGTH OF SHEFFIELD PARKWAY MAY 2005 1.0 PURPOSE OF REPORT 1.1 To provide a response to a request raised at the inquest for a review of the speed limit along the derestricted length of Sheffield Parkway. 2.0 BACKGROUND 2.1 a driver on the Sheffield Parkway travelling towards Rotherham was involved in a road traffic crash and unfortunately sustained fatal injuries. 2.2 At the inquest various issues about the highway were raised including a request that a review of the speed limit be undertaken between the M1 Motorway and the junction with the B6200 at Handsworth. 2.3 This length of road falls within both the Sheffield and Rotherham boundaries, therefore a joint working group comprising engineers from these Authorities was formed to investigate this request. 3.0 ENVIRONMENT 3.1 The Sheffield Parkway is a busy 9km route linking junction 33 of the M1 Motorway with Sheffield City centre. The 4.2km length between the M1 and the Handsworth Road junction is essentially a derestricted high speed dual carriageway of a rural nature. Beyond Handsworth Road the character of the Parkway changes into an urban dual carriageway with a 50mph speed limit which continues towards Sheffield City centre. 3.2 This report refers to the 4.2km derestricted length, of which some 3.5km falls within the Rotherham district and the remaining 0.7km being within Sheffield. 4.0 ACCIDENT STATISTICS 4.1 During the three year period between 1 June 2001 and 31 May 2004, there were 22 recorded injury crashes along this part the Sheffield Parkway, resulting in 35 casualties, 1 of these sustained fatal injuries and 4 suffered serious injuries. There were no obvious clusters of crashes. 4.2 On the Sheffield Parkway the crash record equates to 19 crashes per 100 million vehicle kilometres, although there is no room for complacency, this is below the national average of 27 for this type of road. 4.3 Of the 22 crashes, 5 occurred on a wet road surface and 5 during the hours of darkness indicating that the road surface and lighting give no undue cause for concern. 5.0 DRIVER SPEEDS 5.1 Driver speeds were recorded on the Sheffield Parkway by a handheld radar speed “gun” in Sheffield and by fixed loops in Rotherham. The 85%ile speeds were found to be just above 70mph and the mean speeds slightly below 65mph. 6.0 DISCUSSION 6.1 The current document concerned with setting speed limits is the DfT Circular Roads 1/93, “Road Traffic Regulation Act 1984: Sections 81-85 Local Speed Limits”. However, consultation is taking place for the revised version of this document and it is likely to be replaced during the current year. In addition, the City Council has developed a Speed Management Plan which includes a speed limit Policy for Sheffield. 6.2 Both the original and revised versions of 1/93 state that, when setting a speed limit, an important factor is what the road looks like to the road user. This is influenced by the geometry such as the road width, sightlines, crossings and bends also the environment through which the road passes. This part of Sheffield Parkway is rural with no frontage development, has clear visibility, an unbroken central reservation and one, grade separated, junction. These give drivers the impression that the national speed limit applies along this length and there is little, if any, scope to alter this. 6.3 The revised 1/93 suggests that for a dual carriageway of a rural nature the default national speed limit of 70mph should apply. Where the crash rates are above average it states that a reduction in speed limit may be considered as part of a package of measures to address this. On Sheffield Parkway the crash rate of 19 crashes per 100 million vehicle kilometers is substantially below the average rate of 27 for this type of road and would not justify a reduction in the speed limit. 6.4 The current 85%ile speeds are around 70mph which matches the default national speed limit for this type of road. The current 1/93 uses this 85%ile figure which confirms the existing speed limit is appropriate. The revised 1/93 uses the mean driver speed, which in this case would also suggest the current limit is correct. 6.5 The proposed reduction of the speed limit to 50mph would be unlikely to bring about a consequent reduction in driver speed without supporting measures. The Sheffield Parkway is classified as a “Gold Route” in the Speed Management Plan and forms part of the strategic road network. Suitable measures for such roads include safety cameras, vehicle activated signs, road markings, signs and coloured surfacing. 2 6.6 With respect to safety cameras the DfT “Handbook of Criteria, Rules and Guidance for the National Safety Camera Programme for England and Wales for 2005/06” Draft v1.0 gives rules for proposed sites. This indicates that to be considered for a safety camera, sites must have at least 4 KSI collisions per kilometre in the last 36 months. The length under consideration has a rate of 1.2 KSI per km which would make it ineligible. 6.7 It is known that vehicle activated signs, road markings, signs and coloured surfacing can encourage drivers to reduce speed but it is doubtful that they would be enough to bring about a 15mph to 20mph reduction. 6.8 A further option would be to fund a regular Police patrol to enforce the speed limit along this length, the cost being in the order of £30,000 each year. 7.0 COMMENTS FROM THE POLICE 7.1 The Police in the Sheffield and Rotherham districts were asked for comments about this proposal. In their reply they indicated they would not support the proposal because :- “The current limit appears the most appropriate and the 85%ile speed measurements seem to support this view. Any reduction in speed limit would without attendant measures be widely abused. Engineering options to reduce speeds are severely limited owing to the road being part of the principal road network.” 8.0 CONCLUSIONS 8.1 The accident rate is below the national average for this type of road and could not be used to justify a reduction in the speed limit. 8.2 The physical characteristics of Sheffield Parkway give drivers the visual impression that a 70mph speed limit applies and there is little scope to change this. 8.3 The existing driver speeds point to the default national speed limit being appropriate for this road. 8.4 To reduce the speed limit to 50mph is likely to result in abuse unless enforcement measures are introduced. 9.0 RECOMMENDATIONS 9.1 The findings from this report lead the team to believe that the existing speed limit on Sheffield Parkway is appropriate and should not be reduced to 50mph. 3.
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