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About AndrewC

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  • Birthday 03/06/1985

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  1. There's certainly still a lot of questions to answer - and another good reason why simply having fewer cars on the road would help in easing the transition - but just to pick up on the worry about the recharging technology; as tinfoilhat says above, it is advancing at an incredible rate. Manufacturers and governments know that people are demanding consumers, and they'll work hard to keep getting more miles out of quicker charges. Just to clarify something regarding the 2030 'ban' mentioned by a few people above, with a slight suggestion of '9 years until everyone is in an electric car'. That's not the reality. 2030 will see a UK ban on sales of new petrol/diesel cars; it doesn't extend to second-hand sales of petrol/diesel cars (though I'm sure that will follow at some point, maybe 2040-2050), nor is it an outright ban on using petrol/diesel cars on the road. In fact, given only a small portion of cars on the road any given year are new, the vast majority of people won't see that ban impact their choices until we move one, two, three or more years down the line, as those new electric cars from 2030 onwards filter through the market. Hybrids too can still be sold until 2035, and still thereafter if they meet certain specifications. Another factor about all this which we haven't touched on yet, is radical changes in the way we own and use cars full stop. Obviously there are traditional methods of reducing car use (investment in public transport, active travel etc., better urban planning (15-minute cities etc)., but another thing to consider is that for many the traditional concept of owning your own car, parking it up at home (where you may or may not have to plug it in to charge etc.) may well become an old-hat style of car use anyway. Expect rentals, car sharing etc to increase. It may well be when you need a car in the future, a fully-charged car is delivered to your street!
  2. To answer the short-term context of your question; with great difficulty. I don't know the exact rules in the UK/Sheffield right now, but you are right that trailing a cable over the pavement is at best a hazard that pedestrians - not least those with mobility issues - could do without, and at worst is illegal. Hopefully some people on this forum can give you some advice from their own experience but I would encourage you to speak directly with the Council. It would be a good exercise in getting the council to clarify their position on this if more people ask the question... To answer the long-term context of your question; I don't see why people think the refueling of electric cars en mass will be much different to the refueling of petrol & diesel cars? Very, very few people fill their cars up with petrol & diesel at home. As more electric cars hit our streets over the coming decades, you will see electric fueling stations pop up, just as we have petrol stations. In fact, it's likely that existing petrol stations will themselves adapt in to providing drivers with the fuels they need for their cars. You charge your electric car up at the station, drive around, and before you run out of juice you make sure you visit the station again. Just as you do now with petrol. There are already electric charging points appearing in both Sheffield and other cities. By 2030, trailing a cable from your house to your car every night will probably not be necessary, driveway or not.
  3. Quite. One can't help but think that if they're missing all the existing signs and road markings that they are either driving too fast or not paying proper attention while driving. It's incredible the amount of signage that many careless drivers expect the council to foot the bill for, when really all that needs to happen is for them to slow down and use their eyes.
  4. It doesn't 'lead to' Meadowhall any more than it leads to the city centre? There are a number of schemes in the Connecting Sheffield project that are in other places in and around the city centre, and although cycling schemes for Ecclesall Road & London Road themselves aren't part of that, those two roads are going to be getting a bus-centric overhaul in the long-term. What that will look like - not sure. You build the infrastructure for what you want, not what you have. It's a key part of the council and private developers plans for the area that industrial traffic and the majority of private motor vehicle traffic (that are mostly only passing through) is kept away from the high street area, giving over space for traffic calming, active travel infrastructure (cycle lanes, pavement improvements) and public transport improvements. It's been an easily accessible street for cars and lorries for decades and all that has done is pretty much kill of any potential the area has for regeneration. There are developers waiting to move ahead with a some large-scale, key residential developments in the nearby area who are waiting for Attercliffe Road to be improved in this way. That's not speculation, there are big developments already in the works behind the scenes. And when you talk about injections of money, property development is the best way to bring £££s in to the area. There are jobs in the area too, and no one is saying all industrial/warehouse premises need to be removed, it's just that their access into and out of the area is going to be adjusted so as to keep it off the primary high street.
  5. With the Herdings Park line 'just up the road' and with such an array of destinations all lumped together in the area, it is a tantalisingly good spot to extend the tram out to along the ring road. I know there are buses out there but the tram is a real game-changer for most people when it comes to leaving the car at home and taking public transport. Though truthfully, most problems are caused by local residents driving to the retail park and all the through traffic (between West & South Sheffield and Chesterfield), so it might be good for new visitors from the city centre etc, but it might not actually impact much on the traffic which causes problems on the roundabout. Unfortunately 'just up the road' probably equates to countless millions in construction costs and so you can expect to never see it materialise in our lifetimes save for a remarkable turnaround in national transport spending policy. Utilising the tram-train technology (as tested nationally between Meadowhall & Parkgate), might be a cheaper option but would still be tricky to route up the hill from Millhouses/Totley and still cost plenty. I know some people won't like to hear this but ultimately, you can keep trying to do what you want to the roundabout, adjoining roads, access points etc., road widening (you'll just encourage more cars), amendments to the lane layouts (rearranging the deckchairs with minimal impact on traffic levels). But the real problem is always too many cars. Too many of the trips generated by all these destinations and through routes are taken by private motor vehicle. But, build a retail park with a massive car park in the middle of low-density cluster of suburbs, and everyone is going to drive, aren't they? And when you suggest that maybe they should try not to, or suggest taking a minimal amount of car parking spaces and road space to provide better walking and cycling facilities (including for cargo bikes) then usually people just laugh at you and call you ridiculous, and tell you their specific reason for why they couldn't possibly do without the car and so completely dismiss the idea of anyone walking or cycling, before going back to wondering why there is so much traffic on their roundabout...
  6. That is indeed another very possible future timeline, yep.
  7. I don't disagree that it's unlikely Doncaster will ever rival Manchester but it's a little short-sighted to simply look at the public transport situation now and state - 'that means it can never be any better than it is'. The connections grow and change with the airport. Investment in connections helps the airport to grow, and growth in the airport helps makes more and better connections more financially viable and attractive. Needless to say, public transport connections to Manchester Ringway airfield decades ago were non-existent! There have been interesting proposals to try and link DSA up to the nearby East Coast Mainline, opening up new markets including London, and - more important locally - opening up the chance of a direct train from Sheffield to DSA via Doncaster, but sadly they've been knocked back. Shame; would have been a game-changer.
  8. I don't understand - you seem to agree that it's currently dangerous for cyclists and that largely comes about from the slightly mad way drivers use it, and the fact that bikes & cars are on the roundabout at the same time. The proposal should help by taking bikes away from the roundabout itself and providing segregated crossings across each of the feeder roads. The priority given to cyclists and pedestrians at those crossings - over the drivers in cars - should also, over time and with the right enforcement, encourage drivers to take more care at the roundabout (slow down, observe the junction properly, etc.) rather than use it irresponsibly as - like you say - often happens now.
  9. In defence of these councils, a lot of these schemes have been removed only because of a small group of objectors - usually the kind of people who wish they could legally marry their BMWs and get upset because 1x parking space has been removed, or their journey has a few extra seconds added to it - kick up such a loud fuss that the councils cave in and put things back as they were, despite them being generally successful and well-received schemes. See : Kensington High Street cycle lane.
  10. SFGE Properties. Registered in Ashford, England. Mentioned in the news link in the OP.
  11. Lots of it is student living but the permanent non-student increase in the city centre population is just as healthy in Sheffield and most other big UK cities. Certainly nothing like 'people leaving in their droves', so I'm not sure where sedith is getting that from...
  12. If you find it hard to believe, then why don't you come to the logical conclusion? Which is that they do grasp the concept, but politics, finances, land ownership issues have all scuppered any idealistic plans. Most council planning departments would probably love to do all the 'obvious' things that people like you suggest on here, but are constantly having to make do with what little influence and power they have.
  13. It's don't think it's that complicated, or indeed that different from what currently happens. It basically moves the bus routes slightly and stops through-traffic using Arundel Gate. Basically, instead of buses using Pinstone Street southbound, they'll use Rockingham Street. A 2-way bus gate on Furnival Gate will allow for a complete loop around Rockingham Street, Furnival Gate, Arundel Gate, High Street/West Street so buses can circulate around the city centre and for the most part take similar routes through town as they do currently. Bus Gate on Arundel Gate will basically stop private cars using it as a cut-through town, whilst still allowing private cars access to the car parks at either end of Arundel Gate. Private cars will still have the same access to John Lewis car park.
  14. There will be full taxi & drop-off/pick-up arrangements on Burgess Street - the hotel spans the block. Useful, perhaps, but not essential, especially for such a central site. Transport statement on the planning app confirms there is no parking included in the proposals themselves, and that they will utilise existing city centre parking, potentially with special arrangements as alchresearch says.
  15. Not sure what flexibility SCC have in varying business rates. I think it's already a variable rate based on a number of factors, so it already takes in to account the size and nature of the businesses. I'm not sure what flexibility they have to subsidise or cancel altogether the BR for one street? Guess it probably could be done.
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