Tinsley Chord - Planning statement

DEPARTMENT FOR TRANSPORT

2015

Transport and Works Act 1992

Transport and Works (Applications and Objections Procedure)

(England and Wales) Rules 2006

THE NETWORK RAIL (TINSLEY CHORD) ORDER

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Planning Statement

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Network Rail (Tinsley Chord) Order Planning Statement

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TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................................................................................. I

GLOSSARY/ LIST OF ABBREVIATIONS ............................................................................................... III

1 EXECUTIVE SUMMARY .................................................................................................................. 1

1.1 EXECUTIVE SUMMARY INTRODUCTION .......................................................................................... 1

2 INTRODUCTION ............................................................................................................................... 3

2.1 BACKGROUND ............................................................................................................................. 3

2.2 SCHEDULE OF WORKS................................................................................................................. 3

3 DESCRIPTION OF SITE AND SURROUNDING AREA .................................................................. 5

4 PLANNING CONTEXT ..................................................................................................................... 5

4.1 BACKGROUND ............................................................................................................................. 5

4.2 PERMITTED DEVELOPMENT .......................................................................................................... 6

4.3 BLACKBURN MEADOWS ............................................................................................................... 6

5 PROJECT DESCRIPTION ................................................................................................................ 6

5.1 BACKGROUND ............................................................................................................................. 6

5.2 NEW SIGNALLING AND OVERHEAD LINE ELECTRIFICATION STRUCTURES .......................................... 7

6 NATIONAL PLANNING, TRANSPORT AND OTHER RELEVANT POLICIES ............................... 9

6.1 BACKGROUND ............................................................................................................................. 9

6.2 NATIONAL PLANNING POLICY FRAMEWORK, DCLG (2012) ........................................................... 9

6.3 TRANSPORT POLICY .................................................................................................................. 12

7 DEVELOPMENT PLAN POLICIES ................................................................................................ 14

7.1 BACKGROUND ........................................................................................................................... 14

7.2 DEVELOPMENT PLAN POLICIES .................................................................................................. 14

7.3 SHEFFIELD CITY POLICIES & SITES DOCUMENT .......................................................................... 15

7.4 SHEFFIELD UNITARY DEVELOPMENT PLAN ................................................................................. 16

7.5 SHEFFIELD CITY REGION TRANSPORT STRATEGY (SOUTH YORKSHIRE LOCAL TRANSPORT PLAN) 16

8 ANALYSIS OF TINSLEY CHORD DEVELOPMENT PROPOSALS ............................................. 16

8.1 INTRODUCTION .......................................................................................................................... 16

8.2 THE TINSLEY CHORD................................................................................................................. 17

8.3 IMPACT ON EXISTING ADJOINING USES AND ALLOCATED REGENERATION SITES ........................... 17


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8.4 FLOOD RISK ASSESSMENT ........................................................................................................ 18

8.5 CONCLUSIONS .......................................................................................................................... 18

9 PLANNING CONDITIONS .............................................................................................................. 19

9.1 RULE 10 (6) DEEMED PLANNING PERMISSION NOTE ................................................................... 19

9.2 PROPOSED PLANNING CONDITIONS ........................................................................................... 19

10 CONCLUSION ................................................................................................................................ 20

APPENDIX 1: SCHEDULE OF RELEVANT PLANNING APPLICATIONS

APPENDIX 2: SITE EDGE RED PLAN

APPENDIX 3: CORE STRATEGY POLICIES


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GLOSSARY/ LIST OF ABBREVIATIONS

DfT Department for Transport

Down The terms “Up” and “Down” are Rail industry standards; and are defined thus:

“Up”: Moving in a direction from Rotherham towards Sheffield, the capital, the

original Railway Company’s headquarters or the lowest mileage. “Down”: In

a direction away from Sheffield, the local capital, the original Railway

Company’s headquarters or towards Rotherham.

EIA Environmental Impact Assessment

ES Environmental Statement

NPPF National Planning Policy Framework

OHLE Overhead Electric Line Equipment

SCC Sheffield City Council

SPD Supplementary Planning Document

SYPTE South Yorkshire Passenger Transport Executive

TWAO Transport and Works Act Order

UDP Unitary Development Plan

Up The terms “Up” and “Down” are Rail industry standards; and are defined thus:

“Up”: Moving in a direction from Rotherham towards Sheffield, the capital, the

original Railway Company’s headquarters or the lowest mileage. “Down”: In

a direction away from Sheffield, the capital, the original Railway Company’s

headquarters or towards Rotherham.


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1 EXECUTIVE SUMMARY

1.1 Executive Summary Introduction

1.1.1 Network Rail Infrastructure Limited (“Network Rail”) has applied for a Transport

and Works Act Order to authorise the Tinsley Chord, a new rail link which will

play an important role in providing a direct connection between the Sheffield tram

system at Meadowhall and the Network Rail freight only railway line from Tinsley

to Holmes Junction. This will permit the use of the latter as part of the Supertram

network. This will permit the use of trams, on a trial basis, to run on NR metals

through to Rotherham Central and Parkgate. As the proposed scheme involves

the construction, operation and maintenance of a new rail link and improvements

to existing railway infrastructure beyond the scope of Network Rail’s permitted

development rights and includes powers of compulsory acquisition, a TWAO is

required to authorise the scheme. The application process is governed by the

Transport and Works Act 1992 (“the 1992 Act”) and the Transport and Works

(Applications and Objections)(England and Wales) Rules 2006 (“the Applications

Rules”).

1.1.2 The application under the Transport and Works Act 1992 will be determined by

the Secretary of State for Transport.

1.1.3 Network Rail also seeks, as part of its TWAO application, a direction from the

Secretary of State for Transport under section 90(2A) of the Town and Country

Planning Act 1990 which, if given, would deem the grant of planning permission

for the Tinsley Chord development. Although it is not required by the Applications

Rules, Network Rail has decided to submit this Planning Statement in support of

its request for deemed planning permission.

1.1.4 Section 2 of this Statement comprises a fuller introduction to the document and

describes the scope and purpose of the application for TWAO in relation to

relevant legislative requirements. The location of the site and the surrounding

urban character and landscape is described in Section 3. Section 4 provides a

summary of the relevant planning context, describing current planning

applications and planned developments within and close to the application site.

1.1.5 A description of the Tinsley Chord proposal is contained within Section 5.

1.1.6 The National Planning Policy Framework (NPPF) provides the planning policy

context for this planning request. The NPPF recognises that the planning system

is plan led and that Local Plans must aim to meet the objective of sustainable

development. This means that the assumption in determining planning

applications is that the default answer to development is “yes” except where this

would compromise key sustainable development principles. Within the core

planning principles identified in paragraph 17 of the NPPF, it is recognised that

planning should proactively drive and support sustainable economic development

to deliver homes, business, infrastructure and local places that the country needs;

to encourage effective use of land by reuse, and actively manage patterns of

growth to make the fullest use of public transport, walking and cycling and focus

significant development in locations which are or can be made sustainable.

1.1.7 In relation to local planning policy, Section 38(6) of the Planning and Compulsory

Purchase Act 2004 requires planning applications to be determined in


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accordance with the Development Plan unless material considerations indicate

otherwise. The NPPF does not change the status of the Development Plan as the

starting point for decision making.

1.1.8 Sections 6 and 7 of this document outline the policy framework against which the

application for deemed planning permission will be considered, which includes

the Sheffield Development Framework Core Strategy and its associated

Supplementary Planning Documents (SPDs) and the saved polices and

proposals map of the Sheffield Unitary Development Plan (“UDP”). The Sheffield

City Region Transport Strategy (South Yorkshire Local Transport Plan) is also a

material policy document which supports the proposal.

1.1.9 An assessment of the development proposals against all relevant planning

policies is covered in Section 8. This considers the principle of development and

benefits of the Tinsley Chord.

1.1.10 The proposed planning conditions set out in the Tinsley Chord Order are

reviewed in Section 9. Section 10 concludes that the proposed development

accords with planning and transport policies, brings substantial benefits and

should therefore be approved.


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2 INTRODUCTION

2.1 Background

2.1.1 The proposed scheme, the subject of the TWAO, comprises the new ‘Tinsley

Chord’ that will link the existing tramway network line just north of Meadowhall

South tram stop and the freight-only Tinsley to Rotherham railway near to the

former Tinsley East Junction. The proposed Tinsley Chord will provide a direct

rail connection between the Supertram network and the national rail network,

permitting access for tram vehicles onto the railway. This will permit the

development of the tram-train pilot scheme and allow through running from

Sheffield City Centre to Rotherham Central and Parkgate Shopping Centre. The

proposed chord lies wholly within the Sheffield City Council administrative area

and its location can be seen on the Location Plan.

2.1.2 The tram-train pilot scheme is a jointly managed programme with the DfT,

Northern Rail, SYPTE and Stagecoach Supertram. Northern Rail will procure the

vehicles to be used on the new service; SYPTE will own the tram system

infrastructure and vehicles upto a fixed boundary point on the Chord, and

Stagecoach Supertram will operate the system under the terms of a concession

from SYPTE.

2.1.3 The aim of the Tram Train pilot scheme is to demonstrate the costs and benefits

of operating a standard continental design of tram train on the national rail

network with the minimum level of intervention and adaption. The benefits to be

investigated include the potential for lower infrastructure capital and maintenance

costs compared to a heavy rail service; and the level of passenger demand and

satisfaction to be derived from using the new technology.

2.1.4 In addition to the TWAO required to authorise the Tinsley Chord, a number of

other statutory consents and permissions will be needed before the scheme can

be fully implemented.

2.1.5 An application will be made for a certificate from the Secretary of State (for

Communities and Local Government) under section 19(1)(b) of the Acquisition of

Land Act 1981 to confirm that Network Rail’s proposed compulsory acquisition of

a small area of Highway Authority land, for which no exchange land will be

provided, will not be subject to Special Parliamentary Procedure.

2.1.6 This Statement forms part of, and should be read alongside, the suite of

application documents submitted by Network Rail in support of its application for

the Tinsley Chord TWAO.

2.2 Schedule of Works

2.2.1 The new railway chord, in the metropolitan district of the City of Sheffield consists

of a number of works. The works are described in Article 6 (power to construct

and maintain works) and Schedule 1 (scheduled works) of the draft TWAO

submitted with the application. Schedule 1 to the draft Order describes the works

in the following terms:

2.2.2 Work No. 1 — A railway forming a double track tramway (100 metres in length),

commencing by a junction with the LRT system at a point 4 metres north of the


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bridge carrying the LRT system over the River Don, passing north-eastwards

then eastwards beneath the viaduct carrying the M1 Motorway and then north-

eastwards and terminating at a point 100 metres north-east of its commencement

forming a connection to the Sheffield & Rotherham railway.

2.2.3 Work No. 2 — A railway forming a single line of tramway (70 metres in length)

commencing by a junction with the termination of work No.1, passing eastwards

and terminating at a point 70 metres north-east of the viaduct carrying the M1

motorway and A631 trunk road over the Sheffield to Rotherham railway.

2.2.4 In connection with the scheduled works, Article 6 of the draft TWAO authorises

Network Rail to carry out such of the following works as may be necessary or

expedient for the purposes of, or for purposes ancillary to, the construction of the

scheduled works:

electrical equipment and signalling works;

ramps, means of access and footpaths;

embankments, aprons, abutments, retaining walls, wing walls and culverts;

works to install or alter the position of apparatus, including mains, sewers,

drains and cables;

landscaping and other works to mitigate any adverse effects of the

construction, maintenance or operation of the authorised project;

works for the benefit or protection of land affected by the authorised project;

working sites in connection with the construction of the authorised project; and

such other works as may be necessary or expedient for the purposes of or in

connection with the construction of the authorised project.

2.2.5 The following documents make up the TWAO application for the proposed

Tinsley Chord development and have been compiled in accordance with the

Applications Rules:

Draft Order;

Explanatory Memorandum explaining the purpose and effect of each article in

the draft Order;

Statement of Aims;

List of consents, permissions or licences required under other enactments);

Tinsley Chord Consultation Report;

Environmental Impact Assessment Screening Decision;

Environmental Information Report;

Funding Statement;

Works Plans;

Estimate of Costs; and

Land Plans and Book of Reference;


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Formal Request for Deemed Planning Permission.

2.2.6 In addition to the above, the following documents have also been included in

support of the TWAO application:

Planning Statement (this Statement);

Detailed Planning Drawings.

2.2.7 The documents will be available to download on the Network Rail website and

available to inspect during the 42 day objection period.

3 DESCRIPTION OF SITE AND SURROUNDING AREA

3.1.1 The proposed Tinsley Chord development is located on the urban edge of the city

of Sheffield, in the area known as Meadowhall (Grid Reference SK 39713 91287).

The location of the Tinsley Chord can be seen on the Site Edged Red Plan

(Appendix 2), which also identifies the red edge TWA application site boundary,

the Limits of Land affected by the Development (LLAU). The site boundary

encompasses the area of the proposed railway, associated track works required

on existing lines and areas required for site access and construction compounds.

3.1.2 The application relates to an irregular shaped linear site of approximately 120m in

length, which extends from the Meadowhall area, beneath the two-tier Tinsley

Viaduct (conveying the M1 motorway and the A631 road) and joins the existing

railway at the site of the former Tinsley East Junction (NGR 439846/391386).

3.1.3 The first section of the application leaves the existing tramway 120 metres north

of Meadowhall South tram stop, having first crossed the River Don on a girder

bridge. Immediately west of the tramline is the Source building, a gym/nursery in

a modern 2 storey building with associated car park. Beyond lies a substantial

multi-storey car park for the Meadowhall shopping complex. The route turns east

from the tramline, crossing an area of vacant and level cleared land beneath the

road viaduct before joining the course of the former Rotherham-Chapeltown

disused railway chord (closed around 1992), passing through an area of birch/ash

scrub before joining the existing railway at the former Tinsley East Junction.

3.1.4 There are no buildings, business uses or open storage uses in the immediate

vicinity save for a derelict building at the immediate north end of the river bridge.

The cleared site beneath the road viaduct is open, though fenced off with a 3m

high palisade fence for security purposes. The site of the former Tinsley Power

station (decommissioned in 1980) lies to the east of the site.

4 PLANNING CONTEXT

4.1 Background

4.1.1 Given its location in an area of economic re-generation, there have been a

number of development proposals that are relevant to the Tinsley Chord. The two

relevant development proposals are set out in section 4.3 below with full details

provided in the Schedule at Appendix 1.


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4.2 Permitted Development

4.2.1 The length of chord the subject of the TWA is a stand alone length of track; the

connection at the west end onto the tramway, and the length of line at the east end

where it enters Network Rail operational land and runs parallel to the freight line, is

covered by Part 17a to Schedule 2 of the Town & Country Planning (General

Permitted Development) Order 1995.

4.3 Blackburn Meadows

4.3.1 SCC approved an application (LPA Reference: 08/01225/OUT) in September

2008 for a new renewable energy generating plant with associated flood

management works, landscaping and improvements to access on the site of the

former power station. Construction works have commenced on this project, which

lies to the north of the TWAO site.

4.3.2 A second relevant consent is the Tinsley Bus Link Road. This is an 800 metres

length of new highway linking Meadowhall Way and Sheffield Road (LPA

reference: 10/03699) which is designed for priority use by buses. It will also be

utilised during the construction phase of the Chord to provide vehicular access to

the site.

4.3.3 There are no relevant or historical planning applications for the site itself. The

former use of the land was as railway sidings to the adjacent steelworks, which

closed around 1970.

5 PROJECT DESCRIPTION

5.1 Background

5.1.1 The proposals as described in this section have been developed after an iterative

process to find the best location and engineering solution for the chord. This

takes into account topography, ground conditions, ease of construction and value

for money.

5.1.2 The proposed Tinsley Chord would be generally level throughout, rising by no

more than 500mm from the existing tram network through to the Network Rail line

to the east. Apart from a small embankment and lineside fencing, there would be

no other significant civil structures, though there would also be the associated

overhead line equipment, plant, junction equipment and signalling. The Tinsley

Chord will comprise a double junction and twin tracks at the west end reducing to

a single track (signalled for bi-directional movement) at a point approximately 100

metres from the west end of the chord. This single line then runs in parallel with

the NR freight line in the Down direction for a distance of approximately 250

metres before joining the line by means of a single set of points.

5.1.3 As part of the access arrangements for Network Rail maintenance purposes an

access track (surfaced with type 1 aggregate only) will be provided running from

a bellmouth on the (under construction) Tinsley/Meadowhall Way link road to the

chord formation. A private user worked crossing (for the exclusive use of the

Highways Agency) will be provided to allow access for continued maintenance of

the road viaduct. In all cases the access track and chord itself will be protected by

3m high galvanised steel palisade fencing.


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5.1.4 The permanent way will comprise 60 foot (18.28 metre) lengths of jointed track

mounted on concrete sleeper blocks fixed 650 mm apart. This will then transmute

into a section of continuous welded rail at approximately chainage 1560 metres.

The standard gauge of 1432 mm (4ft 8.5 inches) will be used. Cess drainage of

ten rectangular catch pits at regular intervals connected by a upvc pipe will be

applied as standard, to tie in with the existing trackside drainage where the chord

joins the tram line and ultimately to discharge into the River Don.

5.2 New signalling and overhead line electrification structures

5.2.1 The application site falls within part of the tram train pilot scheme. As such the

OHLE will be an extension of that currently used for the Supertram system. This

runs on 750 dc electrical current. There will be a combination of two OHLE

structures. Approximately half the chord will utilise masts which will be of similar

design to the existing masts on the Supertram network. The remainder will be

compatible with Network Rail’s traditional “heavy rail” OHLE masts to comply with

the national rail standards for lineside equipment.

5.2.2 Figures x, y and z below show the typical types of installation of OHLE envisaged

along the route of the chord. Structures will be at a height of 6.1metres above

track level. It is anticipated that there will be 13 such structures along the length

of chord, the majority being the figure x version..

Figure X – Typical Tram OHLE Installation As Proposed


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Figure Y Network Rail Standard Single Track Cantilever OHLE As Proposed

Figure Z Standard Twin Track Cantilever Structure As Proposed

5.2.3 The line is to be controlled by three light emitting diode colour light signals affixed

to standard poles. The approximate location of each signal is shown on plan

TIN/PLG/002. A fourth signal, controlling access onto the national rail network, is

provided on NR’s operational land and thus outwith the Order. Troughing carrying

cables for signalling and electrical purposes will be laid in the cess along the

permanent way. In addition a relocatable equipment building is required. This will

contain battery modules and serves as a back up energy supply in times of power

disruption. The building, approximately 4.8 x 2.4m, will be set upon stilts to

prevent damage from flooding. The building will be protected by 2.4m palisade

fencing for security purposes. However it will not include any requirement for

drainage nor lighting. An approximate location is shown on plan TIN/PLG/002.


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6 NATIONAL PLANNING, TRANSPORT AND OTHER RELEVANT POLICIES

6.1 Background

6.1.1 This section sets out national planning policy and guidance relevant to the Tinsley

Chord development proposals. This covers Government guidance outlined within

the National Planning Policy Framework (NPPF) and national policy documents.

6.2 National Planning Policy Framework, DCLG (2012)

6.2.1 The National Planning Policy Framework (NPPF) was published by the

Department for Communities and Local Government (DCLG) on the 27th March

2012. The NPPF replaces (and cancels) all Planning Policy Statements (PPS)

and Guidance Notes (PPG), with the exception of PPS10: Planning for

Sustainable Waste Management and some circulars, to form a single

consolidated policy document.

6.2.2 Paragraph 14 of the NPPF states that, at the heart of the NPPF, is a presumption

in favour of sustainable development, which should be seen as a golden thread

running through both plan-making and decision-taking. For decision-taking this

means:

Approving development proposals that accord with the development plan

without delay; and

Where the development plan is absent, silent or relevant polices are out of

date, granting permission unless:

any adverse impacts of doing so would significantly and demonstrably

outweigh the benefits, when assessed against the polices in the NPPF

taken as a whole; or

specific polices in the NPPF indicate development should be restricted.

6.2.3 Paragraph 17 sets out 12 core land-use planning principles that should underpin

both plan-making and decision-taking. These recognise that planning should be

genuinely plan-led, empowering local people to shape their surroundings, with

succinct up to date local and neighbourhood plans setting out a positive vision for

the future of the area in a practical framework;

be a creative exercise in finding ways to enhance and improve the places in

which people live their lives;

proactively drive and support sustainable economic development to deliver the

homes, business and industrial units, infrastructure and thriving local places

that the country needs;

always seek to secure high quality design and a good standard of amenity for

all existing and future occupants of land and buildings;

take account of the different roles and character of different areas, promoting

the vitality of our main urban areas;

support the transition to a low carbon future in a changing climate and

encourage the reuse of existing resources;


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contribute to conserving and enhancing the natural environment and reducing

pollution. Allocations of land for development should prefer land of lesser

environmental value, where consistent with other policies in the NPPF;

encourage the effective use of land by reusing land that has been previously

developed (brownfield land), provided that it is not of high environmental

value;

promote mixed use developments, and encourage multiple benefits from the

use of land;

conserve heritage assets in a manner appropriate to their significance, so that

they can be enjoyed for their contribution to the quality of life of this and future

generations;

actively manage patterns of growth to make the fullest possible use of public

transport, walking and cycling, and focus significant development in locations

which are or can be made sustainable;

take account of and support local strategies to improve health, social and

cultural wellbeing for all, and deliver sufficient community and cultural facilities

and services to meet local needs.

6.2.4 The NPPF sets out policy on ‘Delivering Sustainable Development’ from

Paragraphs 18 to 219, which taken as a whole constitutes the Government’s view

of what sustainable development in England means in practice for the planning

system.

6.2.5 The following sections within the NPPF are particularly relevant to the Tinsley

Chord development:

6.2.6 Chapter 1 (Building a strong, competitive economy) outlines the Government’s

commitment to ensuring that the planning system does everything it can to

support sustainable economic growth. It states that planning should operate to

encourage and not act as an impediment to sustainable growth. Therefore

significant weight should be placed on the need to support economic growth

through the planning system.

6.2.7 Chapter 4 (Promoting sustainable transport) states that transport policies have an

important role to play in facilitating sustainable development and that the

transport system needs to be balanced in favour of sustainable transport, giving

people a real choice about how they travel (paragraph 29). It further states that

encouragement should be given to solutions which support reductions in

greenhouse gas emissions and reduce congestion (paragraph 30). Paragraph 31

maintains that local authorities should work with neighbouring authorities and

transport providers to develop strategies for the provision of viable infrastructure

necessary to support sustainable development.

6.2.8 Chapter 7 (Requiring good design) states that the Government attaches great

importance to the design of the built environment. Good design is a key aspect of

sustainable development, is indivisible from good planning, and should contribute

positively to making places better for people (paragraph 56). Paragraph 58 states

that planning policies and decisions should aim to ensure that developments:

will function well and add to the overall quality of the area, not just for the short

term but over the lifetime of the development;


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establish a strong sense of place, using streetscapes and buildings to create

attractive and comfortable places to live, work and visit;

optimise the potential of the site to accommodate development, create and

sustain an appropriate mix of uses (including incorporation of green and other

public space as part of developments) and support local facilities and

transport networks;

respond to local character and history, and reflect the identity of local

surroundings and materials, while not preventing or discouraging appropriate

innovation;

create safe and accessible environments where crime and disorder, and the

fear of crime, do not undermine quality of life or community cohesion; and

are visually attractive as a result of good architecture and appropriate

landscaping.

6.2.9 Paragraph 60 further states that planning policies and decisions should not

attempt to impose architectural styles or particular tastes and they should not

stifle innovation, originality or initiative through unsubstantiated requirements to

conform to certain development forms or styles. It is, however, proper to seek to

promote or reinforce local distinctiveness.

6.2.10 The NPPF also notes the importance of local design reviews for development

proposals and early engagement on design (paragraph 62).

6.2.11 Chapter 8 (Promoting healthy communities) stresses the importance of access to

high quality open spaces to the health and well-being of communities. The

planning system is a means of providing safe and accessible developments,

containing clear and legible pedestrian routes, and high quality public space,

which encourage the active and continual use of public areas (paragraph 69).

Access to high quality open spaces and opportunities for recreation can make an

important contribution to the health and well being of communities (paragraph

73).

6.2.12 Chapter 10 (Meeting the challenge of climate change, flooding and coastal

change) outlines that planning has a key role to play in helping shape places to

secure radical reductions in greenhouse gas emissions, minimising vulnerability

and providing resilience to the impacts of climate change, and supporting the

delivery of renewable and low carbon energy and associated infrastructure

(paragraph 93). Paragraph 94 states that local planning authorities should adopt

proactive strategies to mitigate and adapt to climate change taking full account of

flood risk, amongst other considerations. Paragraph 103 states that local planning

authorities should ensure flood risk is not increased elsewhere and only consider

development appropriate in areas at risk of flooding where, informed by a site-

specific flood risk assessment following the Sequential Test and, if required, the

Exception Test (as defined in Chapter 10) it can be demonstrated that:

within the site, the most vulnerable development is located in areas of lowest

flood risk unless there are overriding reasons to prefer a different location; and

development is appropriately flood resilient and resistant.

6.2.13 Chapter 11 (Conserving and enhancing the natural environment) sets out key

principles for ensuring that the planning system contributes to and enhances the


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natural and local environment by, inter alia, recognising the wider benefits of

ecosystems, minimising impacts on biodiversity and providing net gains in

biodiversity where possible (paragraph 109).

6.2.14 Chapter 13 (Facilitating the sustainable use of minerals) stresses the importance

of making the best use of finite resources to secure their long-term conservation

(paragraph 142). Paragraph 143 elaborates on the implications of this policy. In

particular, local authorities should take account of the contribution that substitute

or secondary and recycled materials and minerals waste would make to the

supply of materials, before considering extraction of primary materials, whilst

seeking to source minerals supplies indigenously.

6.3 Transport Policy

6.3.1 Britain’s railway plays an essential role in supporting and creating economic

growth by enabling safe, fast, efficient movement of passengers and goods into

and between major economic centres and international gateways.

6.3.2 Consistent with Government transport strategy, the railway industry’s ambition is

to increase rail’s already significant contribution to the country’s economic, social

and environmental welfare linking people and communities in an environmentally

sustainable way.

DfT’s White Paper ‘Delivering a Sustainable Railway, July 2007’

6.3.3 The DfT’s White Paper ‘Delivering a Sustainable Railway, July 2007’ provided

strategic direction for the rail industry.

6.3.4 The White Paper looked at the potential future challenges for the railway over a

30-year horizon. It identified three long-term agendas for the Government and the

rail industry working in partnership;

increasing the capacity of the railway,

delivering a quality service for passengers, and

fulfilling rail’s environmental potential.

Delivering a Sustainable Transport System, 2008

6.3.5 Delivering a Sustainable Transport System, published by the DfT in 2008,

explains Government strategy for tackling both immediate problems and shaping

the transport system to meet longer-term transport challenges which are critical

for future prosperity and way of life.

6.3.6 The document provides five goals which are aimed at helping guide decision

makers in their roles:

To support national economic competitiveness and growth, by delivering

reliable and efficient transport networks.

To reduce transport’s emissions of carbon dioxide and other greenhouse

gases, with the desired outcome of tackling climate change.


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To contribute to better safety security and health and longer life-

expectancy by reducing the risk of death, injury or illness arising from

transport and by promoting travel modes that are beneficial to health.

To promote greater equality of opportunity for all citizens, with the desired

outcome of achieving a fairer society;

To improve quality of life for transport users and non-transport users, and

to promote a healthy natural environment.

Reforming our Railways Command Paper, March 2012

6.3.7 The Government’s ‘Reforming our Railways’ Command Paper released in March

2012 sets out how passenger and freight railways are part of the overall vision for

a transport system that supports economic growth, is more environmentally

sustainable and improves quality of life within our communities. This will be

achieved by relieving congestion on the road network, providing a greener

transport option than road or aviation and facilitating business, commuting and

leisure journeys.

6.3.8 The Command Paper states that reform must deliver against four objectives:

Securing value for the passenger, addressing concerns about rail fares

and the impact they have on hard-pressed families – by ending inflation-

busting increases in average regulated fares at the earliest opportunity

and introducing new ticketing technology.

Dealing with the fiscal deficit, putting public finances on a healthier and

more sustainable footing for the long term – by aggressively searching

out savings and sharing these savings with the taxpayer;

Supporting economic growth – through continued taxpayer investment for

passengers and freight, to enhance capacity, connectivity and service

quality where this is affordable and provides value for money, and by

providing industry with the opportunity to invest in improving our railways;

and

Delivering our environmental goals – by reducing carbon emissions from

trains and stations and by encouraging passengers to use the train rather

than their car.


14

7 DEVELOPMENT PLAN POLICIES

7.1 Background

7.1.1 The development proposals lie wholly within the administrative area of Sheffield

City Council. The policy documents that constitute the statutory development plan

for the authority are considered in turn below.

7.2 Development Plan Policies

SCC - Local Plan

7.2.1 The City Council has embarked on the preparation of a new Local Plan to replace

the current suite of documents within the Local Development Framework that will,

once completed, set out guidelines for spatial development in Sheffield. The

Local Plan will include the adopted Core Strategy and site allocations document,

along with Supplementary Planning Documents (which provide more detail on

particular topics).

7.2.2 The Sheffield Core Strategy (adopted March 2009) is the principal document that,

once reviewed, will form the bulk of the new Local Plan. This Core Strategy has

superseded significant elements of the Sheffield Unitary Development Plan

(which dates from 1998) and is now the document that sets out the long term

strategic policies for the city’s future development. It will form, with other

documents, the framework that planning applications are to be assessed against.

Supplementary Planning Documents (SPDs) supplement the Local Plan by giving

more information on particular issues. At present, there is no SPD relevant to the

Order proposal.

Sheffield Core Strategy (2009)

7.2.3 Challenges, Objectives and Policies contained within the Core Strategy which are

considered relevant to the Tinsley Chord development proposals include the

following.

7.2.4 Challenge 7: Connecting up the city (para 2.18) – It is recognised that economic

growth will lead to a demand for more travel, along with rising expectations on the

quality and choice of lifestyles. As such there is a need to develop transport

systems which will meet these needs without compromising the environment but

will allow people and goods to move about the city and into the wider city region

conveniently and efficiently.

7.2.5 Challenge 10: Supporting sustainable transport (para 2.21) – It is recognised that

there needs to be a higher proportion of trips around the city made by walking,

cycling and public transport. This will contribute to a number of environmental

objectives including reduction of carbon emissions and air pollution, freeing up

road space for all users and provide for those who do not have access to a car.

The overall objective is to create an environment and transport network in which it

is more attractive to walk, cycle and use public transport.

7.2.6 The objectives stemming from challenges 7 and 10 are listed in chapter 3 of the

Core Strategy:


15

Objectives for connecting up the city:

S7.1 provision for transport & other services to improve accessibility for people

getting to work and services

S7.2 Improved access by sustainable transport to areas for economic

development

Objectives for supporting sustainable transport

S10.1 Improvements to public transport supported and energy- efficient and low-

polluting modes of travel given priority

S10.2 Walking and cycling encouraged by design of places and routes and by the

location of facilities

S10.3 New development that generates significant trips carried out only in areas

accessible by a choice of sustainable forms of transport

7.2.7 Policy CS 7 is a specific spatial policy outlining the strategy to be followed for the

Meadowhall area (part of the Lower Don Valley core strategy area). The policy

(included in full in appendix 3) includes a requirement for a “wide range of

transport measures….. including improved public transport services for workers

and visitors, including new bus rapid transit”.

7.2.8 Policy CS47 is relevant in terms of the proposed allocation for the land in

question in the City Policies & Sites document (see below). It states that the loss

of open space would only be permitted in certain circumstances (see appendix 3

for full text).

7.2.9 Policy CS 51 (Transport Priorities) identifies six strategic priorities for transport

(see appendix 3 for full text) including “promoting choice by developing

alternatives to the car”.

7.2.10 Policy CS 56 (Priority Routes For Bus & Bus Rapid Transit) specifically states

that “routes will be identified for Bus/Tram Rapid Transit between Sheffield &

Rotherham” (appendix 3).

7.2.11 Policy CS 67 (Flood Risk Management) is also relevant given the location of the

Chord in an area partly at risk from flooding (flood zone 2). The provision of a

flood risk assessment amongst the suite of TWAO submission documents

addresses the policy in full and confirms there will be no detrimental effect in

terms of flood risk.

7.3 Sheffield City Policies & Sites Document

7.3.1 The City Policies and Sites document (approved April 2013) forms the second of

two city wide Local Plan documents, following on from the adopted Core

Strategy. It has particular relevance for the Order in that it shows the implications

of the spatial policies of the Core Strategy through policy areas and site

allocations that are presented on an Ordnance Survey base.

7.3.2 The document has been through an element of public consultation (Summer

2013) but has not been submitted for public examination, as it will now be


16

subsumed into a review of the Core Strategy to produce a new Local Plan, work

on which has now commenced.

Sheffield Local Plan pre-submission proposals map

7.3.3 The pre-submission policy document proposals map allocates the land beneath

Tinsley road viaduct as open space. As such it would be subject to policy CS47,

though it is unclear which allocation is current given the limited weight which can

be placed on the City Policies & Sites document as opposed to the adopted UDP.

However both allocations are considered in section 8 below.

7.4 Sheffield Unitary Development Plan

Sheffield City Unitary Development Plan 1998 - 2008 – (proposals map)

7.4.1 The City of Sheffield Unitary Development Plan (UDP) was adopted in March

1998. Following the introduction of changes to the development plan process

within the Planning and Compulsory Purchase Act 2004, the Council sought a

Direction from the Secretary of State to save a number of policies contained

within this UDP. In addition the proposals map continues to be used for

development control purposes. In terms of allocations the site of the Chord is

identified in the UDP proposals map 5 as “fringe industry and business area”, i.e.

subject to the policy IB6 (east of the road viaduct) and as “regional shopping

centre” west of the road viaduct (UDP policy S9, development at Meadowhall).

7.4.2 Both policies remain extant at present and thus should be used to judge any

application relevant to the site. However the proposals map has been subject to a

review (as below).

7.5 Sheffield City Region Transport Strategy (South Yorkshire Local Transport Plan)

Sheffield City Region Transport Strategy (2011-2026)

7.5.1 The Sheffield City Region Transport Strategy (2011-26) is the current local

transport plan for the city. It aims to improve connectivity between major

settlements. As part of this the strategy states the integration of the Tram Train

scheme between Sheffield and Rotherham will be “strongly pursued” as the

project “will expand the existing tram network by enabling tram access to the

existing rail network and will thus facilitate tram services currently terminating at

Meadowhall to continue towards Rotherham”.

7.5.2 The “enhancement of the Supertram system” is specifically supported by policy G

of the Strategy which seeks:

“to deliver interventions required for development and regeneration”

8 ANALYSIS OF TINSLEY CHORD DEVELOPMENT PROPOSALS

8.1 Introduction

8.1.1 This section appraises the scheme against the relevant National and

Development Plan Policies set out in Sections 6 and 7 of this statement.


17

8.2 The Tinsley Chord

8.2.1 Sheffield’s Core Strategy Policy supports the identification of a route for bus/tram

rapid transit between Sheffield and Rotherham. Both the Tinsley Chord and the

already approved Tinsley bus link are direct manifestations of this policy.

8.2.2 It specifically allows tram vehicles to access the NR network and serve

Rotherham by utilising the existing freight route to Holmes Junction and thence

the passenger route through Rotherham Central station to a proposed new

terminal at Parkgate shopping centre.

8.2.3 By improving capacity and connectivity between Sheffield and Rotherham, the

proposals comply with SCC’s development plan policies and the core land use

planning principles of the NPPF by contributing to low-carbon economic growth

and promoting sustainable travel in the region. The proposals therefore comply

with the aims and policies of the NPPF which promote sustainable transport.

8.2.4 On the local scale, the proposals accord and align with key transport and growth

policies within the Sheffield Core Strategy which seek to deliver a more

sustainable integrated transport system. In particular, they comply with Policies

CS7 (Meadowhall), CS51 (transport priorities) and CS56 (bus/bus rapid transit) of

the Sheffield Core Strategy. The project is therefore considered to be essential

railway infrastructure which supports Government policy on sustainable transport,

supporting reductions in greenhouse gas emission, reducing congestion and

delivering economic benefits.

8.2.5 A presumption in favour of sustainable development is at the heart of the NPPF.

It suggests that patterns of growth should make best use of public transport and

focus on development which are or can be made sustainable. The objective is to

reduce the need to travel and secondly, to encourage a modal shift towards more

sustainable forms of transport.

8.2.6 Railways are generally recognised as being a more sustainable transport system

than the private car. To achieve a modal shift from the private car to trains, the

railway system needs to be made more attractive to users in terms of its reliability

and capacity.

8.3 Impact on Existing Adjoining Uses and Allocated Regeneration Sites

8.3.1 The Tinsley Chord has been designed to comply with area specific planning

policies and development proposals. The surrounding area comprises a mix of

commercial and industrial uses. The chord also extends through areas of vacant

brownfield land with limited potential for redevelopment.

8.3.2 The development is located in close proximity to a new energy generating plant to

the north, but has no direct impact on that facility other than visual proximity.

Other than physically passing underneath the Tinsley road viaduct, again there is

no impact on any land use or access to the Viaduct by the Highways Agency for

maintenance purposes.

8.3.3 There are no identifiable areas of ecological or historic interest along the route of,

or in the vicinity of, the proposed Chord. As such the scheme will have negligible

impact on the surrounding area. This point is confirmed by the result of the


18

Secretary Of State’s screening decision on the proposals, which concluded that

EIA was not necessary.

8.3.4 The City Policies & Sites (Pre-submission) document does allocate the land as

open space. However Policy CS47 does contain a number of criteria under which

development would be permitted. In particular the written justification comments

that “some open spaces of poor quality from which the community derives little

benefit may be considered surplus to requirements and their loss acceptable.

This will require careful consideration of the local context and the potential

benefits that could be achieved through development”.

8.3.5 It should be recognised that the land has very limited value as open space – it

has no public access, it is former brownfield land (railway line and sidings), it has

no ecological value and is visually diminished because of the proximity of the

Tinsley road viaduct. The pubic gain no tangible benefit from it as open space

and thus its loss to accommodate the Chord is considered acceptable.

8.3.6 Under the UDP allocations part of the site was identified for development

associated with the retail function of Meadowhall and the remainder for fringe

industrial uses. The retail allocation pre-dated the installation of the tram route to

the shopping centre, and it is likely that the Road Viaduct provided a convenient

and recognisable spatial boundary for the allocation. With the provision of the

tram route to the shopping centre the allocation is no longer viable given the

small area of land between the tram lines and the Viaduct itself.

8.3.7 In terms of the “industrial fringe” allocation the Chord is limited to the southern

part of the site. Although the Tinsley Bus Link also reduces the remaining net

area some land does remain which could have some development potential

within the scope of the UDP policy. However the greater benefits derived from the

tram link in terms of linkages to the City Region outweigh the potential loss of

“fringe” industrial land.

8.3.8 In terms of visual appearance the Chord would be consistent with the adjacent

tram line to Meadowhall itself, with a twin track formation (reducing to one line)

with overhead wires and supports typical of an electrified transport route though

with lighter OHLE than that seen on an electrified heavy rail route. In any case

the visual impact of the Chord is dwarfed by the dominating road viaduct,

rendering its visual significance as negligible within the context of the overall

area.

8.4 Flood Risk Assessment

8.4.1 A flood risk assessment has been carried out prior to the submission of this

application in accordance with SCC’s Core Strategy Policy CS67 on flood risk

and the NPPF. This document is submitted as part of the TWAO submission.

8.5 Conclusions

8.5.1 At the heart of the NPPF is a presumption in favour of sustainable development

(paragraph 14). In achieving that objective the Tinsley Chord scheme has been

designed with paragraph 12’s core land use planning policies in mind. This

scheme is highly sustainable; it reuses previously developed brownfield land and


19

uses public transport to manage patterns of growth and development in

sustainable locations.

8.5.2 The development has also sought to comply with the requirements set out at

national and local policy in terms of sustainable development. The NPPF sets out

in Chapter 4 the need to promote ‘sustainable transport’ and in Chapter 11 the

importance of ‘facilitating the sustainable use of minerals’. The development has

also considered The Sheffield Local Pan emerging documents, Core Strategy

and UDP and complies with the policies therein.

8.5.3 The development proposals set out in this statement have sought to comply with

the policy requirements set out at national and local level. In terms of transport,

the development promotes Chapter 4 of the NPPF which supports ‘Sustainable

Transport’. At local level, the Sheffield Core Strategy policies, CS7 (Meadowhall),

CS51 (transport priorities) and CS56 (Bus/Bus rapid transit) have all informed

Network Rail’s proposals for the Tinsley Chord.

9 PLANNING CONDITIONS

9.1 Rule 10 (6) Deemed Planning Permission Note

9.1.1 A full list of proposed planning conditions is set out in Schedule 1 to the Request

for deemed planning permission submitted in accordance with Rule 10 (6)

Deemed Planning Permission as part of the TWAO application.

9.2 Proposed Planning Conditions

9.2.1 The proposed planning conditions are summarised below:

9.2.2 Condition 1 limits the commencement of development to five years to comply with

the requirements of the Town and Country Planning Act 1990.

9.2.3 Condition 2 requires the development to be implemented in accordance with the

planning drawings to ensure that the development is carried out in accordance

either with the consented design or with such other design details as have been

subjected to reasonable and proper controls.

9.2.4 Condition 3 requires a written landscaping scheme prior to the commencement of

the development.

9.2.5 Condition 4 requires that any trees or shrubs which die within five years should

be removed or replaced interests of the visual amenity of the area.

9.2.6 Condition 5 requires a Code of Construction Practice (CoCP) to be produced.

9.2.7 Condition 6 requires a written scheme to deal with the contamination of any land,

including groundwater, within the Order limits which is likely to cause significant

harm to persons or pollution of controlled waters or the environment.

9.2.8 Condition 7 requires written ecological management plan reflecting the survey

results and ecological mitigation and enhancement measures.

9.2.9 Condition 8 requirement for written approval of details of the applications.


20

9.2.10 Condition 9 states that any of the above conditions the development must be

carried out in accordance with a scheme or details approved by the local planning

authority.

10 CONCLUSION

10.1.1 At the heart of the NPPF is a presumption in favour of sustainable development.

In achieving that objective the Tinsley Chord scheme has been designed with

paragraph 12’s core land use planning policies in mind. This scheme is highly

sustainable, it reuses previously developed brownfield land provides a new

railway route to help manage patterns of growth and development in sustainable

locations.

10.1.2 The scheme brings significant public benefits with the Tinsley Chord and delivery

of this important transport infrastructure which will increase opportunities for

sustainable transport and economic growth in the region, particularly in terms of

linkages between Sheffield and Rotherham and justifies the approval of deemed

planning consent.

10.1.3 The overall design approach of the chord represents a simple but sensible

engineering solution which respects and enhances the location and has been

designed to fit into the street scene and the adjacent traditional railway

infrastructure. All appropriate measures have been taken to ensure the new

structure and associated works harmoniously integrate into the existing urban

fabric.

10.1.4 As set out in this statement the Tinsley Chord TWA Order application has been

designed to ensure that it complies with national and development plan policies.

The Tinsley Chord will bring the joint benefits of providing a sustainable way to

travel in accordance with the NPPF whilst responding to the need to trial a new

form of hybrid vehicle which may have significant implications for the wider

benefit of the country’s transport needs.


21

Appendix 1: Schedule of Relevant Planning Applications

Tinsley Viaduct

Application Ref Site Description of Development Decision Date

10/03699/OUT Land off

Meadowhall

Way And

Sheffield

Road, Tinsley

S9 1EA

Outline application for the

construction of new single

carriageway public highway from

Meadow hall Way, passing under

Tinsley Viaduct to Sheffield Road

with pedestrian footways and a

shared cycleway including

construction of two bridges over

the River Don, a level crossing for

the Supertram, a bridge over the

Network Rail freight line, retaining

walls, attenuation ponds, street

lighting and a footpath link to the

Transpennine Trail.

Approved 3 May

2011

14/00472/CONGR3 Land off

Meadowhall

Way And

Sheffield

Road, Tinsley

S9 1EA

Application to discharge conditions

5 (tree protection measures), 6

(infiltration & drainage ponds), 9

(dust control), 10 (light pollution)

12 (culvert design) 13 (footpath

railing design) 14/15

(Landscaping) 16 (mitigation

proposals) 17 (wheel cleaning) 21

(footpath design) 23 (towpath

surfacing) 31 (surface water run

off) and 35 (approved details)

imposed by permission 10/03699

Approved 2 June

2014


Meadowhall

Way And

Sheffield

Road, Tinsley

S9 1EA

Application to approve details in

relation to Condition Nos. 7 (Hard

Surfacing Details to rain shadow

of bridges) 24 (Flood Risk

Assessment Mitigation Measures)

relating to planning permission

10/03699

Approved 2 June

2014

14/0106/RG3 Land off

Meadowhall

Way And

Sheffield

Road, Tinsley

S9 1EA

Reserved Matters application

relating to appearance of two

bridges over the River Don and

reinforced earthwork structure and

Rockwall retaining structure for

new public highway – relating to

outline application 10/03699

Approved 14

August 2014


22


14/01735/RG3 Land off

Meadowhall

Way And

Sheffield

Road, Tinsley

S9 1EA

Revised proposals for the routing

of the footpath / cycle connection

(application under s73 to remove

condition 13 Footpath Link to

Transpennine Trail) and vary

condition 35 (approved Plans) as


Approved 13

October 2014


Meadowhall

Way And

Sheffield

Road, Tinsley

S9 1EA

Application to approve details

relating to condition 20 (platform to

accommodate a future footpath

link) 22 (foundation design of the

Fitzwilliam bridge and engneering

assessment) 25 (phase 1

preliminay Risk Assessment

Report) 26 (phase ii Intrusive Site

Investigaiton Report) 32

(Archaeological Work) and 36

(design of the soffit to the

Meadowhall Way Bridge) as


Approved 24

October 2014

Blackburn Meadows Former Power Station SIte


08/01225/OUT Former Blackburn

Meadows Power

Station site, Alsing

Road Sheffield S9

1EP

Efrection of a renewable

energy plant with associated

flood management works,

landscaping and

improvements to an existing

access.

Approved 18

September 2008

08/05069/COND Former Blackburn

Meadows Power


Road Sheffield S9

1EP

Submission of 08/01225/OUT

condition details Number 28

Contamination Assessment

Approved 6

November 2008


Meadows Power


Road Sheffield S9

1EP



Contamination Risk

Assessment

Approved 31

December 2008


Meadows Power


Road Sheffield S9

1EP



Programme Of

Archaeological Work

Approved 13

February 2009


23



Meadows Power


Road Sheffield S9

1EP


condition numbers 8 flood

mitigation 15 flood defence

provision and 23 flood

compensation scheme

Approved 22

June 2009


Meadows Power


Road Sheffield S9

1EP

Condition details Condition

no.23 Flood Compensation

Scheme

Approved 22

June 2009


Meadows Power


Road Sheffield S9

1EP

Submission of

08/01225/OUT Condition

details – Nos.10

Management of Construciton;

11 Wheel Cleaning

Equipment; 19 Surface Water

Run Off; 20 tree protection;

30 Foundation Designs & 37

BREEAM rating

Approved 16

June 2009


Meadows Power


Road Sheffield S9

1EP

Submission of

08/01225/OUT Condition

details – Condition 31

Highway Improvements

Approved 16

June 2009


Meadows Power


Road Sheffield S9

1EP

Submission of

08/01225/OUT - Condition

Details Condition 31 re-

alignment and widening of

Aisling Road

Application

Approved 22

December 2009


Meadows Power


Road Sheffield S9

1EP


in relation to condition

numbers 11 Wheel Cleaning

and 30 Foundation Design

relating to permission

08/01225/OUT

Approved 11

February 2011


Meadows Power


Road Sheffield S9

1EP



number 14 Implementation of

a programme of

archaeological work as

imposed by 08/01225/OUT

Approved 20

December 2010

http://pa.manchester.gov.uk/online-applications/applicationDetails.do?activeTab=summary&keyVal=MEKFYQBC06N00

http://pa.manchester.gov.uk/online-applications/applicationDetails.do?activeTab=summary&keyVal=MEKFYQBC06N00


24



Meadows Power


Road Sheffield S9

1EP



number s 25 foul drainage

works & 29 remediation

report relating to permission

08/01225/OUT

Application

Approved 28

July 2011

11/02701/REM Former Blackburn

Meadows Power


Road Sheffield S9

1EP

Erection of a renewable

energy plant with associated

flood management works,

landscaping and

improvements to an existing

access (Approval is sought

for access, appearance,

landscaping layout and scale

approved in outline consent

08/01255/OUT

Application

Approved 8

November 2011


Meadows Power


Road Sheffield S9

1EP



numbers 21 Part 3 the design

and extent of green/brown

roofs; 24 pedestrian

evacuation route, 36 Visitor

Facilities, 39 Details of

parking & pedestrian access

arrangements relating to

consent 08/01225/OUT

Application

Approved 16

November 2011


Meadows Power


Road Sheffield S9

1EP



numbers 19 scheme for

management of surface

water run off, 21 (part 2)

details of rainwater

harvesting, 27 details of

surface water drainage

petrol/oil interceptor relating

to consent 08/01225/OUT

Approved 16

November 2011


Meadows Power


Road Sheffield S9

1EP



numbers 21 Part 1 public art

and 31 part b Highway

Improvements relating to


Approved 27

January 2012

http://pa.manchester.gov.uk/online-applications/applicationDetails.do?activeTab=summary&keyVal=MIEWNPBC06N00






25



Meadows Power


Road Sheffield S9

1EP



number 5 (report including a

scheme or schemes for

utilising heat) as imposed by


Approved 20

July 2012


Meadows Power


Road Sheffield S9

1EP


condition details no.9

protocol for construction work

Approved 19

July 2012


Meadows Power


Road Sheffield S9

1EP

Application to discharge

condition 10 (construction

and operational HGV traffic)

as imposed by consent

08/01225/OUT

Approved 18

September 2012


Meadows Power


Road Sheffield S9

1EP


relating to condition 9

Protocol for Out Of Hours

working relating to

permission 08/01225/OUT

Approved 28

February 2013


Meadows Power


Road Sheffield S9

1EP



Protocol for Out Of Hours

working relating to


Approved 6

November 2013


Meadows Power


Road Sheffield S9

1EP


relating to condition 31b

traffic Control pedestrian and

cycle safety measures from


Approved 9 April

2014


Meadows Power


Road Sheffield S9

1EP



construction & operational

traffic management relating

to permission 08/01225/OUT

Approved 17

June 2014


Meadows Power


Road Sheffield S9

1EP



landscaping and habitat

management plan relating to


Pending

Consideration

(as at 1

February 2015)


26


27

Appendix 2: Location Plan (Site Edged Red) ref: TIN/PLG/001


28

Appendix 3: Sheffield Adopted Core Strategy - relevant polices

Policy CS 7

Meadowhall

Around the Meadowhall centre, the predominant land uses will be for

employment, including office development and non-office business

uses. Housing may be included as part of a mixed-use development

providing air quality and other environmental conditions can be made

acceptable.

The shopping centre will remain at around its present size and large-scale

leisure uses that cannot be located in the City Centre or at its edge may

also be located close to the Interchange.

All new development around the Meadowhall Centre should be integrated

with the existing development.

A wide range of transport measures, including Travel Plans, will be

employed to mitigate the transport impact of new development on the

strategic road network and the new development and to reduce adverse

impacts on air quality. These will include:

a. improved public transport services for workers and visitors, including

new bus rapid transit

b. connections with the proposed park-and-ride site at Waverley

c. restrictions on long-stay car parking, other than to serve park-and-ride

services to the City Centre, and on other private non-residential

parking levels

d. the creation of a car club

e. provision of the M1 Junction 34 Relief Road (Halfpenny Link).

The scale and density of development will be consistent with the transport

capacity created by these measures.

Policy CS 47

Safeguarding of Open Space

Development of open space will not be permitted where:

a. it would result in a quantitative shortage of either informal or formal

open space in the local area; or

b. it would result in the loss of open space that is of high quality or of

heritage, landscape or ecological value; or

c. people in the local area would be denied easy or safe access to a local

park or to smaller informal open space that is valued or well used by

people living or working in the local area; or

d. it would cause or increase a break in the city’s Green Network.

Development that would still result in the loss of open space will only be

permitted where:

e. as soon as practicable, equivalent or better replacement open space

would be provided in the local area; or


29

f. the site is identified as surplus for its current open space function and:

i. a proposed replacement would, as soon as practicable, remedy a

deficiency in another type of open space in the same local area; or

ii. it could not fulfil other unsatisfied open space needs; or

g. the development would be ancillary to the open space and have a

minimal impact on the use or character of the open space.

Open space or sports and recreational facilities of importance beyond the

city will be safeguarded and development or redevelopment will be

permitted only where it would improve the quality of facilities provided in

the city.

Policy CS 51

Transport Priorities

The strategic priorities for transport are:

a. promoting choice by developing alternatives to the car

b. maximising accessibility

c. containing congestion levels

d. improving air quality

e. improving road safety

f. supporting economic objectives through demand management

measures and sustainable travel initiatives.

Policy CS 56

Priority Routes for Bus and Bus Rapid Transit

Bus priority measures on Key Routes will be developed to reduce the

impact of congestion on buses and improve speed, reliability, frequency

and accessibility in the main urban area and on links to economic

regeneration areas. Measures will include traffic management schemes

(including bus lanes), park-and-ride sites, new transport interchanges,

traffic signal technology, improved information and waiting areas for users,

and bus/light rail rapid transit, where appropriate.

The following Key Routes will be improved through bus priority measures

over the period to 2011:

a. A6109 City Centre – M1 J34 North

b. A6178 City Centre – M1 J34 South

c. A6178/B6200 City Centre – Woodhouse

d. A6135 City Centre – Mosborough/Halfway

e. B6388 Heeley – Gleadless

f. A625 Ecclesall Road

g. A61 Penistone Road

Site-specific public transport priority measures will be developed on a

number of other Key Routes, to include:


30

h. A61 Sheffield Inner Relief Road

i. C105 Woodseats Road

j. B6079 Infirmary Road/Langsett Road

Routes will be identified for Bus/Tram Rapid Transit between Sheffield and

Rotherham.

Policy CS 67

Flood Risk Management

The extent and impact of flooding will be reduced by:

a. requiring that all developments significantly limit surface water run-off;

b. requiring the use of Sustainable Drainage Systems or sustainable

drainage techniques on all sites where feasible and practicable;

c. promoting sustainable drainage management, particularly in rural

areas;

d. not culverting and not building over watercourses wherever

practicable;

e. encouraging the removal of existing culverting;

f. not increasing and, where possible, reducing the building footprint in

areas of developed functional floodplain;

g. not locating or subdividing properties that would be used for more

vulnerable uses in areas of developed functional floodplain;

h. developing only water-compatible uses in the functional floodplain;

i. designating areas of the city with high probability of flooding for open

space uses where there is no overriding case for development;

j. developing areas with high probability of flooding only for water-

compatible uses unless an overriding case can be made and adequate

mitigation measures are proposed;

k. ensuring any highly vulnerable uses are not located in areas at risk of

flooding;

l. ensuring safe access to and from an area with a low probability of

flooding.

Where an overriding case remains for developing in a zone with high

probability of flooding, development will be permitted only if:

m. more vulnerable uses, including housing, would be above ground floor

level; and

n. the lower floor levels of any other development with vulnerable

equipment would remain dry in the event of flooding; and

o. the building would be resilient to flood damage; and

p. adequate on and off-site flood protection measures would be provided.

Housing in areas with a high probability of flooding will not be permitted

before 2016/17.

DEPARTMENT FOR TRANSPORT

2015

Transport and Works Act 1992

Transport and Works (Applications and

Objections Procedure) (England and Wales)

Rules 2006

THE NETWORK RAIL (TINSLEY CHORD)

ORDER

____________________________

Planning Statement

____________________________

Network Rail Infrastructure Limited

1 Eversholt Street

London

NW1 2DN

South Yorkshire Passenger Executive

11 Broad Street West

Sheffield

South Yorkshire

S1 2BQ

Eversheds LLP

One Wood Street

London EC2V 7WS

Solicitors and Parliamentary Agents

Tinsley Chord - Planning statement

Documents

Transcript of Tinsley Chord - Planning statement