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FAQ's
Phase 2 Design Consultation 2003/2004
Over the period August – December 2003, the promoters of
NET conducted a detailed public consultation exercise regarding the design
of the alignment with members of the public living closest to the proposed
route; Chilwell via Beeston & QMC. During this consultation we asked,
in particular, for views on tram stop locations, mitigation measures, new
road layouts and tree planting. We received lots of feedback and responded
to everyone who wrote in addressing the main issues raised. We also responded
personally to those materially affected and those with more localised or
isolated issues.
Below are the answers regarding the more general and collective issues raised.
- Cator Lane to Toton Lane Park and Ride
- Broxtowe College to Fletcher Road
- Lower Road to Abbey Street
- Lenton Lane to Nottingham Station
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Cator Lane
to Toton Lane Park and Ride
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here to return to the top of the page
- Tram stops
- Parking at tram stops
- Safety
- Noise and visual intrusion
- Track form
- Trees
- Water Culvert
- Traffic impacts and junctions
- Bus services
- Cycleway behind Clumber Avenue
- The Eskdale Drive playground
- Park and Ride site
- Journey times and fares
- Cycles on trams
There were many requests for additional tram stops along this section. As you will appreciate a viable tramway must balance the extra passengers gained from additional stops along the route against the increased journey time and reduced attraction of NET for those making longer journeys. The three stops proposed within the Chilwell residential area (Inham Road, Eskdale Drive and Bramcote Lane) are accessible to a large proportion of the local population and feeder bus services may make the tramway available to those who live further away. Nevertheless, there has been very significant interest in the provision of a new tram stop in particular at Cator Lane and we are now looking in detail at this possibility.
If the system does come into operation, parking on residential roads close to tram stops will be carefully monitored and preventative action, such as residents parking permits, will be taken, if required.
We take public safety considerations very seriously and we are particularly concerned for the safety of children near to the tramlines. Ensuring the safety of children will involve giving them a good understanding of the tram with information incorporated into safety education programmes. The safety record of tram systems is very good and the system will not be allowed to operate until the Health and Safety Executive are satisfied that it is safely designed and implemented taking account of its local environment. At this stage we have included a number of safety features. All public access and crossing points will be carefully considered at the detailed design stage. Crossing points have been provided opposite Eskdale School and Alderman Pounder School (the latter is immediately next to the proposed tram stop). The proposed knee high and post and rail fencing acts as a barrier between the tramway and the adjacent open land to make sure that it is not possible to accidentally stray onto the tramlines. Nonetheless, pedestrians should show a similar level of caution when walking by the tram route as alongside a road. Tram speeds would be carefully assessed relative to the surrounding environment and speeds along the open space would be low, (not exceeding 30mph) allowing the driver to react to any encroachment on the tramway.
In developing the detailed designs, we would be seeking to minimise noise and visual disturbance and to provide measures to lessen the impact where it is appropriate to do so. In the consultation booklet, noise and visual barriers have been proposed at locations where a clear need has already been identified. At other locations, we will carefully assess what additional requirements there may be as the design progresses and further information is obtained. We will be undertaking further assessments of possible noise impacts once we have more information on the trams currently being tested on Line One.
A ballast track has been initially proposed as it fits comfortably within the open space environment but provides a necessary contrast with the land immediately alongside it. We have looked at grass track on other systems in the country but currently are not satisfied with the quality of the finished product. We will however continue to review this issue with potential infrastructure providers as the product develops.
The tram alignment has sought to minimise the impact on trees. A number of trees are lost along this section and replacement trees will be provided for all lost trees. These will be situated either along the open space section, or in the proposed new open space to the west of Inham Road. It is accepted that it will take a number of years for replacement trees and copses to reach the stature of existing trees.
A number of trees in the small copse adjacent to Bramcote Lane will be lost as a result of the tram stop location. These trees are however of low quality and their loss is unfortunately unavoidable in order for the route to go behind Sandby Court. Behind Lark Close it is hoped to retain or replace much of the existing tree and shrub planting to help maintain a visual barrier.
We are aware of the location and history of the watercourse that runs along most of the open space. The watercourse will require modification at some locations where it runs underneath or adjacent to the proposed tram alignment but this issue will not be finalised until a later design stage. Discussions on the watercourse and the associated flood issues are being undertaken with Severn Trent Water, who maintain the watercourse, and the Environment Agency. The open section between Bramcote Lane and Eskdale Drive was not shown in the booklet and it is anticipated that some of this section will remain as an open channel. Where small sections are culverted, existing vegetation and trees would be lost and would require replacing.
It is not anticipated that the tramway crossing Cator Lane and Bramcote Lane will cause any significant disruption to traffic. A tram is likely to cross once every ten minutes in each direction (i.e. every five minutes in total) Traffic levels on these roads are not high enough for this to create any significant tailbacks. New pedestrian crossings will be provided as part of the works and there will be signs giving motorists advanced warning that they are approaching a new signalised junction.
Concerns have been expressed that traffic levels will increase in the Bramcote Avenue area as a result of traffic avoiding Chilwell Road following the introduction of the tram. Although driving habits may well alter only modest changes in traffic levels are anticipated in the Bramcote Avenue area. The tram itself, operating every 10 minutes in each direction is unlikely to hold up traffic on Chilwell Road. The County Council as Highway Authority is looking at a package of remedial traffic management measures, which could include junction improvements on Queens Road, to cator for traffic should it divert from Chilwell Road to Queens Road. This would have the effect of reducing queues on Chilwell Road to levels comparable to other roads in the conurbation at peak times.
Assessments of traffic levels now and in the future on Toton Lane have indicated that the new access to the park and ride site can be accommodated without significantly worsening traffic conditions on this busy road. These assessments do take account of traffic levels increasing on this road in the next few years. The new park and ride site will only have a small impact on the Bardills roundabout, as most users of the park and ride will be existing travellers who divert to the tram rather than continuing their journey into the City by car. Nevertheless, the roundabout is suffering heavy congestion and the Local Authorities are currently in discussion with the Government's Highways Agency about improvements to the Bardills roundabout, including pedestrian and cycle access to and from Stapleford.
In developing the proposals to combat increasing traffic congestion and to plan for the transport needs of the future, tram and bus services must work together to build a better public transport service for the future. Following the introduction of the tram, bus operators would continue to operate services in the Chilwell area although it is too early to say how these services might differ from current services. Future routes could be similar to those currently operating or they could be adapted to the changing circumstances and serve as feeder buses into the tram network. This would allow the strengths of both buses and trams to be realised. Buses can take advantage of their flexibility by penetrating into the heart of residential communities where traffic is light and they will not get caught up in congestion. They can then feed the tram service, which can offer a more reliable and quicker journey into the city centre and beyond utilising sections segregated from other traffic and priorities at junctions where no segregation is achievable.
There have been some minor alterations to the locations of bus stops where the current position conflicted with the tramway. The stops will be kept as close as possible to their present location. Exact locations will be determined during detailed design.
Cycleway behind Clumber Avenue
The proposed footpath and cycleway at the back of Clumber Avenue will be wide, measuring approx 4.5 metres. This would allow ample space for cyclists and pedestrians, plus access to existing garden gates.
The relocated play area is located to the south of the tennis courts, which will not be affected by the proposals.
The new open space at Inham Road has generally been well received. The area is a replacement for the loss of open space between Cator Lane and Inham Road and as such its characteristics will be very similar. The area would be designed as an open environment with recreational areas and low level planting.
The consultation booklet indicated that the layout of the park and ride site was indicative as the detailed layout will not be determined until a later stage. The provision of shops, toilets and coach layover facilities will be considered at the next stage in the design process, and we will continue to monitor developments at park and ride sites elsewhere in the country.
Current planning guidance emphasises that any buildings erected at the park and ride site must be for essential facilities associated with the park and ride scheme and new retail and other potential developments on the edge of the site will not be appropriate.
Journey times from the Chilwell area to the Market Square will be approximately 30 minutes with trams running approximately every 10 minutes in each direction during the day. Less frequent services will operate in the evenings and on Sundays. Although fare levels for Phase Two would not be determined at this stage, it is expected they will be set on the same basis as NET Line One, where fares will be set at similar levels to the bus and through ticketing will be permitted with NCT bus services (including travel cards). Discussions with other operators, including train operators, will continue with the intention of agreeing through ticketing.
As for NET Line One, it is not proposed to allow cycles to be carried on the NET Line 1 trams due to considerable safety and operational concerns. Introducing unsecured cycles onto trams creates an unacceptable risk of injury to passengers. Some form of secured facility would also create a problem, particularly with passenger capacity, comfort and operational efficiency. It is however recognised that integrating NET with cycling is very important and Line One will include CCTV covered cycle stands at key tram stops: safe cycling routes to tram stops are also being developed.
Broxtowe College to Fletcher Road
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- Town Centre
- Middle Street/Devonshire Avenue/Chilwell Road junction
- Chilwell Road/Foster Avenue/Commercial Avenue area
- Proposed car park next to Chilwell Road Methodist Church.
- Chilwell Road/High Road shopping area
- Alignment/tram stop next to Broxtowe College and Cator Lane
- Former Barton's depot
- Cycling facilities
- Bus services and stops
- Traffic impacts
- Effect of construction works
- Noise and vibration during tram operation
- Parking at or near tram stops
- Trees
Feedback from the consultation has given strong support for the Styring Street option. This concurs with our initial assessment that the Styring Street option provides the most reliable tram operation through the town centre offers excellent accessibility with a tram stop located in the centre of the shopping area and provides potential for redevelopment of Beeston Town Centre.
Comments were also received in relation to the proposed retail development of the former Shaw and Marvin site (including a petrol filling station on Middle Street) and the potential new development to the west of Station Road, which were mentioned in the public consultation booklet. These potential developments are not being proposed as part of NET but we have discussed their possible impact with Broxtowe Borough Council. Broxtowe Borough Council is the planning authority and planning enquiries should therefore be referred to the borough council. The NET Phase Two proposals do not, in themselves, involve relocating the multi storey car park or the bus station and access to these facilities in their existing locations could be maintained. If, however wider development proposals affecting the multi storey car park and or the bus station are pursued, they can be accommodated to achieve design integration.
Middle Street/Devonshire Avenue/Chilwell Road junction
Concerns were expressed about the proposed alterations to the Middle Street/Devonshire Avenue/Chilwell Road junction, mainly related to the banned right turn from Middle Street into Chilwell Road/Devonshire Avenue and the traffic impact that this could have on the road network, in particular on Chilwell Road and Imperial Road for trams and other vehicles. The highway assessment work has confirmed that there would be significant benefit to the free flow of traffic along Middle Street if the right turn into Devonshire Avenue were prohibited. If the right turn was to be allowed then a separate lane would have to be provided and time allocated to this right turn within the traffic signals so that vehicles could make the manoeuvre safely. This would mean taking time from the other approaches to the junction, which would increase delays significantly for all other road users.
Alternative access routes to Devonshire Avenue are via Chilwell Road/Imperial Road, or via Station Road/Wollaton Road and Park Street. Improvements proposed to the Middle Street/Station Road junction should ensure that Station Road performs better than it currently does, encouraging its usage for access to Devonshire Avenue. However, it is also considered that the introduction of traffic management measures and junction improvements on the wider network, such as at By-Pass Road/Queens Road, Queens Road/Meadow Lane and Queens Road/Station Road and bus lanes on Bye-Pass Road will also encourage the use of alternative routes and divert an appropriate level of traffic from the tram route, in particular from Chilwell Road/High Road, especially in the morning and evening peak periods. These measures will allow traffic along the tram route to be more free flowing and minimise difficulties at junctions, such as Chilwell Road/Imperial Road. Further details for the wider measures will be developed prior to the submission of a TWAO application.
Chilwell Road/Foster Avenue/Commercial Avenue area
To assist traffic flow in the area, the section of Chilwell Road between Devonshire Avenue and Foster Avenue will be pedestrianised with only legitimate access, servicing usage of off-street car parks, funeral processions etc. allowed only. Access to the Post Office, St John the Baptist Church, and the other businesses/offices along that section of the Chilwell Road will therefore be maintained. A servicing bay is proposed outside the Post Office and a layby is proposed in front of the church. Legitimate access traffic exiting the pedestrianised part of Chilwell Road will be able to use Foster Avenue and Commercial Avenue in order to reach Wollaton Road/Station Road but the road link between Chilwell Road and Foster Avenue will be closed to general traffic. Concerns have been raised about the proposed alternative route for general traffic travelling to Foster Avenue, this being Commercial Avenue. It is felt that this alternative route provides a suitable access to the existing car park, and other properties including the Catholic Church, library and Round Hill School. Following assessment it is not expected that the proximity of this access to the Station Road/Wollation Road/High Road junction will result in additional traffic problems.
The existing pedestrian crossing facility on the High Road/Station Road should ensure that there are sufficient breaks in the traffic to enable southbound vehicles to safely turn right from Wollation Road into Commercial Avenue, without holding up traffic on Station Street. A pedestrian crossing facility is to be provided on Commercial Avenue as part of the proposals.
Proposed car park next to Chilwell Road Methodist Church
As a result of comments made about the suitability and layout of the proposed car park and the impact on residential property it is proposed to rationalise the proposals and we will discuss the points of detail further with the affected parties. The car park is required in order to cater for the needs of shoppers, people visiting the nearby doctors surgery, pharmacies and people attending the church, given that on-street parking will not be permitted along Chilwell Road/High Road. It is not envisaged that queuing on Chilwell Road by vehicles wishing to access the car park will be a significant problem, as wider traffic management measures in the area should ensure that non-essential traffic uses more appropriate routes such as Queen's Road. In developing the proposals further, due consideration will be given to security issues associated with the proposed car parks along Chilwell Road/High Road, which we envisage will subsequently be managed by Broxtowe Borough Council.
Chilwell Road/High Road shopping area
Respondents have expressed concerns about the changes proposed for Chilwell Road/High Road, including questioning the need for property acquisition. Chilwell Road/High Road is a very busy environment, which is constrained on both sides by commercial and residential properties. With the tramway running on street with other traffic through this area, provision has to be made to accommodate off-street loading/servicing facilities, particularly on the north side, footways of appropriate width and tram stops. The resulting track geometry and highway design have required that some property demolition is required to produce a feasible solution. It is not considered possible to amend the proposals to eliminate property acquisition and deleting the amenity area and loading bay in the central area would not change this situation.
The proposals for Chilwell Road/High Road have been carefully designed to maintain and strengthen the prospects of the retail and commercial area and to enhance its attractiveness to residents and shoppers.The proposals include:-
- Extensive environmental improvements, such as high quality paving, tree and shrub planting. A new paved amenity area, providing a focal point for the area and improving the environment for pedestrians.
- A tram stop in the central area to encourage people to visit the retail area/other community facilities and a tram stop near Broxtowe College.
- A potential new commercial development area at Ellis Grove.
- The provision of two new off street car parks, parking bays on side roads and loading bays for businesses of Chilwell Road/ High Road, to sufficiently cater for parking and loading needs and to help all traffic move more freely through the area.
Concern was raised regarding the impact of construction on commercial premises on Chilwell Road/High Road and how access to the area would be maintained during this period. Feedback on the main construction related issues are covered later in this document. However, a financial assistance package is being considered in order to support the traders in Chilwell Road/High Road during the construction phase of the project and great care would be taken to minimise disturbance when works are taking place. Further information on this issue will be provided when available. We will ensure that access to shops for customers and loading/unloading activities is maintained throughout the period of the works. Valuable lessons have been learned from NET Line One and we would seek to maintain strict controls on construction in sensitive areas such as Chilwell Road/High Road.
Queries were raised about the proposed closure of Collin Street at its junction with Chilwelll Road. The loading bay, which extends across the current vehicular access to Collin Street, is considered essential in order to cater for the needs of the retail premises in that area. It could also function as a parking bay for the adjacent residential properties in the evenings. Closure of Collin Street cannot therefore be avoided.
Alignment/tram stop next to Broxtowe College and Cator Lane
Consideration has been given to moving the alignment closer to Broxtowe College in order to reduce the land impact on adjacent residential properties. Unfortunately, the highway, junction layout and track geometry dictate the alignment of the tramway and location of the tram stop in this area and it is not possible to make minor changes to one or two aspects of the design without them having a knock on effect on other factors. The route has been influenced by a number of key factors, in particular:-
- Location and layout of the new junction on High Road, which is required in order to safely take the tramway off street. Moving this junction eastwards would result in the need for additional property acquisition on High Road.
- Tram stop position and location. The most appropriate location for which is considered to be on Broxtowe College's land parallel to the college building.
- A desire to minimise impact on people and property. The alignment has been set in order that Richmond Court can be fully retained as a habitable elderly person's home.
The constraint of Richmond Court and the issues associated with the tram stop layout/location and new junction on High Road effectively set limits on the alignment between these points. Further constraints are imposed by track design and the performance of the tram vehicle itself. In particular, this limits the location and tightness of the radius of the track immediately to the west of the proposed tram stop.
Further detailed design will however continue in this area, which although unlikely to lead to significant modifications to the route alignment itself, may give opportunity for a small reduction in the land impact on adjacent properties. To assist with this work we have carried out a topographical and tree survey in the area.
In addition to the above, consideration has been given to deleting the tram stop in this area in order to minimise the impact on adjacent properties and moving the central tram stop westwards. It is considered important to have two tram stops along the Chilwell Road/High Road area in order to adequately serve the shopping area and cater for residents and people working and studying in the area. Deleting the tram stop would not eliminate the land impact on adjacent properties as a new junction would still be required on High Road in order to take the tramway off road and the tramway would need to turn in that area in order to run to the side of Broxtowe College. Moving the central tram stop westwards would have impact on other properties and extend the gap between it and the next stop (Beeston Town Centre ). In fact this tram stop was added (along with one near Eskdale Drive) following feedback received from public consultation in late 2001 that not enough tramstops were being provided in Chilwell area.
We were also asked to consider using Cator Lane instead of the proposed route. Prior to the last major public consultation we did propose the option of a route running along Cator Lane. Based on the findings of the work undertaken, and the significant public opposition to it, the Cator Lane route was not progressed. The proposed route provides system operation benefits, in particular alignment, reliability, journey time and safety over the Cator Lane route, which would also cost more to build and operate than the proposed route. There would also be difficulties in providing parking and servicing for properties on Cator Lane. However, in response to public requests the proposals have been amended to include a tram stop on the Greenway next to the junction with Cator Lane.
A number of respondents felt that the proposals should be amended to include for a park and ride site on the former Barton's depot site. The land in question is allocated for employment development in the Broxtowe Local Plan and such a proposal would not be in accordance with present policy.
Concerns were raised that not enough provision was being made for cyclists especially along Chilwell Road/High Road. As you will appreciate these roads are narrow and space constraints mean that is it not possible to provide full cycling facilities such as on-street cycle lanes. Generally, we have provided separate facilities for cyclists where possible and provision has been made on the approach to some junctions in order to give cyclists an alternative to staying on carriageway. Improvements to existing cycling links in the Beeston area may come forward from the transport study being undertaken by the County Council regardless (mentioned on page 14 of consultation booklet) of the NET proposals. We have had discussions with local cycle user groups in order to inform the design and will continue to liaise with them in refining the proposals.
Our current proposals do not include for allowing cycles on trams. Introducing unsecured cycles onto trams would create an unacceptable risk of injury to passengers. Some form of secured facility would also create a problem, particularly with passenger capacity, comfort and operational efficiency. It is however recognised that integrating NET with cycling is very important and we are proposing to include cycle stands at key tram stops with security provided by CCTV cameras.
A number of respondents commented that existing bus services provided a good service in the area and they questioned the need for other improvements in public transport, namely the introduction of trams as well as asking what would happen to existing services. In developing the proposals to combat increasing traffic congestion and to plan for the transport needs of the future, we need to find better ways of making our many journeys. Tram and bus services can work together to build such a better public transport service for the future. Following the introduction of the tram, bus operators (whom we are in consultation with) would continue to operate services in the Beeston area although it is too early to say how these services might differ from current services. Future routes could be similar to those currently operating or they could be adapted to the changing circumstances and serve as feeder buses into the tram network in places such as Beeston Town Centre. This would allow the strengths of both buses and trams to be realised. Buses can take advantage of their flexibility by penetrating into the heart of residential communities where traffic is light and they will not get caught up in congestion. They can then feed the tram service, which can offer a more reliable and quicker journey into the city centre and beyond, utilising sections separated from other traffic and priorities at junctions where no separation is achievable.
There have been some minor alterations to the locations of bus stops where the current position conflicted with the tramway. The stops will be kept as close as possible to their present location. However, exact locations will be determined during detailed design.
Concerns were expressed that trams would hold up other traffic in the Beeston/Chilwell area and cause congestion. A successful scheme must be capable of reducing congestion and overall traffic delay by persuading more people to choose not to use their cars for some journeys. The frequency of trams is unlikely to cause difficulty for other traffic and it is expected that traffic delay during the operation of the system will be minimal. When running in traffic, the tram is just one additional long vehicle. The tram would share space with other traffic and therefore does not prevent other traffic movements.
Inevitably construction works would cause some inconvenience. We would however ensure that works are carefully planned keeping restrictions to a minimum and local residents/businesses would be kept well informed. A code of construction practice would be produced to ensure environmentally sensitive procedures would be put in place to minimise noise, dust, vibration and other construction nuisance would be kept to a minimum. Although construction works for Phase Two, which includes both the Clifton via Wilford and Beeston via QMC and Chilwell routes, are expected to take approximately three years to complete, works at any one location would be less than this. The impact on people living/working in the area would be mitigated by sensitive working methods, close public liaison and intensive communication of information.
Noise and vibration during tram operation
The tram is a relatively quiet form of transport. Track and vehicle designs would seek to minimise noise and vibration disturbance. An Environmental Impact Assessment (EIA) has been undertaken and an Environment Statement (ES) is currently being prepared which will cover noise and vibration issues. Where an adverse impact is identified the ES will identify the potential measures to minimise or remove the impact. The ES will take account of all regulations and planning guidance regarding noise and vibration (e.g. the Railway and Noise Insulation Regulations 1996) and a noise policy for NET Phase Two will be included in the ES.
If the system does come into operation, parking on residential roads close to tram stops will be carefully monitored and preventative action, such as residents parking schemes will be introduced, if required and deemed appropriate.
We accept that there will be some impact on trees situated along route and replacement tree planting and landscaping will therefore be provided. These issues will be covered in the ES.
Fletcher Road, Beeston to Abbey Street, Lenton
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University Boulevard & QMC
- University route options and tram stop options
- Access into/out of Highfields Sports Club (HSC)
- Tram stop for sports facilities
- Land implications at HSC
- Lottery Award/Jesse Boot land
Fletcher Road/Lower Road
- Replacement flats and car parking
- Temporary communal facilities
- Tram stop at NSC
- Parking and access
- Land take from gardens
- Noise and vibration
- Compensation
- Subsidence
- Cycle route
- Neville Sadler Court
General
University route options and tram stop options
A wide range of differing views about the two route options and three tram stop options shown in the consultation booklet were received. The majority of respondents preferred the route option running in front of the Arts Centre along East Drive with a tram stop on East Drive. However, in light of the responses received, especially from potentially affected parties, including the University of Nottingham and owners/residents of properties on Greenfield Street, it has been decided to undertake further work on the two route options. This work will include looking in more detail at issues such the location of the tramway, junction layouts and the environmental impacts, including land loss, noise and vibration. It is expected that the findings from this additional work will enable a decision to be taken on which route option (and tram stop location) is to be progressed, possibly prior to the submission of a TWAO application to the Department for Transport or at the latest before a Public Inquiry takes place.
Access into/out of Highfields Sports Club (HSC)
Improvements are proposed at the access to HSC (and rugby pitches to the west) from University Boulevard. A fully signalised junction is proposed, which following discussions during public consultation, now includes provision for all vehicle movements and pedestrian crossings on University Boulevard. The existing maintenance access (exit only) at the site will be retained, albeit requiring police/steward control, enabling flexibility when special events occur.
Tram stop for sports facilities
Following a technical review, the potential for a tram stop to serve HSC and Nottingham Tennis Centre will now be included in the TWAO application, which could be considered if the tram stop in front of Highfields Science Park, only 200 – 300 metres away, is located within the University.
As identified in the consultation booklet, the proposed alignment for the tramway requires a strip of land north of the two main hockey pitches at HSC. This arises in order to safeguard a number of mature trees which it is important be retained to maintain the tree lined nature of University Boulevard. Considerable discussions have been held with the club, who have been concerned about the proximity of the tram alignment to the new high quality hockey pitch. As a consequence, the tram tracks have been moved further away from the pitches and will be at least five metres away. A permanent facility for spectators in the area between the tramway and the high quality hockey pitch is also proposed, which, together with fencing to the rear, adjacent to the tramway will minimise any potential noise impacts. Overall, the proposed measures will ensure that the tramway does not impact on the operation of the hockey pitches.
Confirmation is being sought that the NET proposals do not affect the lottery award and discussions have already taken place with Sport England. The changes made to the design in the vicinity of the HSC, and our further consideration of the issues highlighted during consultation, should help in this respect. It is hoped that it will be recognised that the impact on the sporting area is minimal and that the mitigation measures proposed, together with the opportunity to travel to the area by high quality public transport, will bring a positive benefit to the sporting environment, providing an opportunity for growth. This is in accordance with the restrictions imposed on the land through its Trust status.
Replacement flats and car parking
The route of the tram requires the potential acquisition of up to 21 out of 48 retirement flats, 2 wardens’ flats, a guest bedroom, the manager’s office, and communal facilities at NSC. It is proposed that at least the same number of flats as those lost would be built, offering modern facilities and easier access to the buildings for people living in them. The proposed and existing flats would all be located to the north of the tramway, which would keep the tram away from the main circulation area of the complex. Parking and other replacement facilities will also be provided.
Temporary communal facilities for the period following demolition of the current communal area have been discussed with Housing 21. A temporary building would be erected as a minimum comprising of a communal lounge/ meeting area, kitchen and toilets.
The possibility of a tram stop was considered; however, it was not possible to develop a design option within the available area that maintained the privacy of the residents. The nearest tram stop (University Boulevard) will therefore be approximately 300 metres away from NSC and a safe walking route to and from it would be provided. Residents could also make use of the Middle Street tram stop, approximately 350 metres away from NSC.
Some respondents expressed concerns that there may not be enough parking bays to cater for the needs of residents. Parking surveys have been undertaken to establish the current level of on-street parking along Lower Road and Fletcher Road. This information has been used to determine the number of parking bays proposed. However, further design work has allowed us to amend the proposals to include an additional parking bay on the north side of Lower Road between Lower Court and Neville Sadler Court. It is considered that all reasonable parking needs have been catered for by the proposals. Although, there is likely to be some scope for further changes at the detailed design stage when the precise location of parking bays would be determined, to ensure adequate provision is made available for parking and loading/deliveries. If necessary to ensure residents can use the spaces provided, residents parking schemes can be considered.
Where a parking bay is proposed in front of a row of houses, some of which have private drives, road markings would be used within the bay to alert people to the presence of a driveway and deter people from parking in a way which would block it. It is an offence to block an access.
Few problems are anticipated for cars turning round. On Lower Road, a turning head is proposed and on Fletcher Road turning facilities will be provided as part of the Neville Sadler Court redevelopment. The tram proposals would not affect the existing access arrangements for emergency vehicles and discussions would need to be held with the borough council regarding the arrangements for refuse collection.
Proposed land to be taken from gardens
The possible need for some land from gardens on Fletcher Road and Lower Road has been identified. It is necessary to ensure that sufficient land is safeguarded in the TWAO application to provide the shared highway/tramway, parking bays and footways. However, during detailed design every effort will be made to minimise or remove impacts on the adjacent gardens, and to retain parking on house frontages where this currently takes place.
Introducing single track running for the tram would not assist in reducing the possible land take required. For the tram to operate two way on a single line, a further tram only lane would need to be created which was separated from the two existing traffic lanes. This would require additional land take than currently proposed.
In terms of noise and vibration, there is a statutory requirement which the NET proposals have to comply with; this being the Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996. If noise levels from an operating tram system exceed the qualifying levels stated in the Regulations, mitigation measures such as secondary glazing have to be offered/introduced. Based on the latest noise predictions, no properties on Lower Road and Fletcher Road are expected to experience noise levels which would exceed the qualifying levels set down in the above Regulations. In fact the highest predicted levels are some margin below those that would qualify for insulation under the Regulations. This will continue to be monitored, during more detailed design and should noise levels exceed the qualifying levels at any house, then noise insulation would be offered.
Adherence of the above Regulations will form part of the Nottingham City Council
and Nottinghamshire County Councils, Noise and Vibration policy for NET Phase
Two. The policy commits the Promoters to mitigating noise impacts by careful
design – for example procuring an appropriate track system and undertaking
high standards of maintenance so as to minimise noise and vibration levels.
The above summarises the approach to be adopted with regard to mitigating noise and vibration on Lower Road and Fletcher Road.
Further to the above a home owner who feels aggrieved by noise and vibration from an operating tram system has recourse to claim compensation through Part 1 of the Land Compensation Act 1973 – please see section on Compensation (below) for further information.
If a property or some land is acquired for the project the owners will be fully compensated at the market value. Even if no part of your property is acquired you may, in due course, be entitled to ‘injurious affection’ depreciation of your property due to ‘physical factors’. These physical factors are noise, vibration, smell, fumes, smoke, artificial lighting, or discharge of substances onto your property from operation (not construction) of the tram. This is covered by the Land Compensation Act 1973. If you would like more information, please contact the Department for Transport, Tel 0870 1226236 to obtain booklets entitled ‘Compulsory Purchase Procedure’ and ‘Compensation to Residential Owners and Occupiers.
Ground investigation has been undertaken. The extent and depth of the peat bed under Lower Road and Fletcher Road has been identified. From this information, our engineering consultants have advised that an appropriate design solution is available that will support a new highway incorporating the tramway and that will have no impact on adjacent properties.
A number of respondents raised concerns about flooding. This is a matter for Severn Trent. Discussions are ongoing Severn Trent about the NET proposals.
Due to space constraints it is proposed that cyclists will run on street along Lower Road and Fletcher Road, which will continue to be lightly trafficked and the removal of on-street parking into parking bays will ensure a safe route is provided. However, in addition, following discussions with PEDALS, signing an alternative cycle route via Salisbury Street will be considered by the County Council as Highway Authority.
The route of the tram requires the potential acquisition of 21 out of 48 flats retirements flats at Neville Sadler Court. The detail of the scheme is being worked up in conjunction with the owners, Housing 21, Social Services and other organisations. Major emphasis will be placed on minimising disruption to residents.
It is proposed to locate the new (and existing) flats to the north of the tramway, which would ensure the residence would remain as a single entity, and the trams would be kept away from the main circulatory area of the complex. The redevelopment will require the acquisition of an adjacent residential property. Parking will be provided.
The location of overhead wire poles will be determined at the detailed design stage, but they will be carefully placed to minimise clutter, inconvenience and visual intrusion.
Public safety is taken very seriously and in relation to children near to the tramlines. Ensuring the safety of children will involve giving them a good understanding of the tram with information incorporated into safety education programmes. The safety record of tram systems is very good and the system will not be allowed to operate until Her Majesty’s Railway Inspectorate (Health and Safety Executive) are satisfied that it is safely designed and implemented taking account of its local environment.
With trams operating approximately every ten minutes (in each direction) and through traffic remaining prohibited, there will only be a very small increase in the number of vehicles along Fletcher Road and Lower Road. Trams are driven by sight, like a road vehicle, and tram speeds would be low, reflecting the residential nature of the area, allowing the tram driver to react to any encroachment onto the road. By formalising the parking through off-street bays, the road itself will be clear of obstructions, with improved visibility.
Inevitably construction works would cause some inconvenience. Works will be carefully planned, with access maintained and restrictions kept to a minimum. A code of construction practise would be produced to ensure environmentally sensitive procedures would be put in place to minimise noise, vibration and other construction nuisance. All affected parties would be kept fully informed on the progress of the works with intensive communication of information.
A number of people mentioned that the existing bus services were satisfactory and that the tram was not necessary. The tram proposals, however, are planning to enhance public transport and to encourage further usage and meet future needs. It is clearly evident that congestion on key routes at key times is a problem, and with rising traffic levels in the future, this congestion will continue to grow. Much work has been done to give buses priority on the main routes throughout Greater Nottingham, but with limited additional opportunity for further priority measures the reliability and journey times of buses will inevitably suffer as congestion grows. By contrast, the tram will be able to offer a more reliable and quicker journey on key routes into the city centre by utilising sections separated from other traffic and priorities at junctions where no separation is achievable.
Buses will however continue to play an important role, and in many areas they will continue to be the most appropriate method of transport. A particularly important role will be to operate feeder services into NET from surrounding residential areas and to key employers, such as Boots.
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Lenton Lane to Nottingham Station
We received a number of responses for this section that were all responded to personally and therefore there is no general or common feedback sections. If you require feedback on a specific part of this section, please contact the project office on 0115 915 6600 or email tram@nottinghamcity.gov.uk
