Chilwell via QMC and Beeston - Your Questions...
Chilwell via Wilford - Your Questions...
Chilwell via QMC and Beeston - Your Questions...
The following section covers route specific questions which have been raised in relation to NET Phase Two.
What’s proposed at Lenton? (Abbey Street / Gregory Street)
What’s proposed at the University of Nottingham’s campus?
What’s proposed for the trees along University Boulevard?
What’s proposed at Beeston? (Lower Road and Fletcher Road)
What’s proposed at Neville Sadler Court?
What’s proposed at Beeston Town Centre?
What’s proposed about Beeston and Chilwell traffic?
What’s proposed at Chilwell Road / High Road?
What’s proposed between Castle College to Cator Lane?
What’s proposed between Cator Lane to Inham Road?
What’s proposed at Toton Lane Park and Ride site?
Lenton (Abbey Street / Gregory Street)
The scheme limits at the White Hart junction (Abbey Street / Gregory Street / Abbey Bridge) have been questioned by some objectors. It is an extremely busy junction with no formal crossing facilities and it has long been a policy and safety enhancement aim of Nottingham City Council to improve the situation for pedestrians at the junction. Additional land available at the junction and on its approaches is restricted, particularly by the proximity of Lenton Priory Park, which is a Scheduled Ancient Monument. Having considered a number of design options and reviewed them with Her Majesty’s Railway Inspectorate (HMRI) and the Highway Authority, it was concluded that to accommodate the tram, road vehicles, pedestrians and cyclists safely and provide adequate traffic capacity at this important junction, it would be necessary to widen Abbey Street on the approach to the junction. To avoid impacting on Lenton Priory Park, the widening can only be achieved by acquiring a small number of commercial and residential properties along Abbey Street and Gregory Street and acquiring small areas of land from the White Hart public house and adjacent former petrol station. A building forming part of Deborah Services Limited is also required. However, the proposals enable significant improvements to pedestrian and cycle crossing facilities at this busy junction, in addition to accommodating NET
Route through the University of Nottingham’s campus
A few objectors have expressed concern about the route through the University of Nottingham’s campus and the associated need to acquire land from residential properties, mainly situated on Greenfield Street. Some objectors feel that the route should run to the front, rather than rear of the University Arts Centre on East Drive. A route to the front of the Arts Centre was the other option under consideration when public consultation was undertaken in 2003.
Following that consultation exercise, a variety of factors, including tram operation and reliability, land take, community impacts such as noise/vibration and privacy and costs were considered in detail in order to determine the route alignment of NET Phase Two through the campus. The NET Promoters consider that the proposed route offers the best solution in terms of the long term operation and maintenance of the system and can be introduced in a manner sympathetic to the local environment. The findings of the additional work undertaken were reported to the City and County Councils at meetings held on 22nd February [NET.B1/25 and NET.B1/26] and 5th March 2007 [NET.B1/27 and NET.B1/28], at which the proposed route was approved and the alternative route option currently being proposed by objectors was rejected. In refining the proposals, the route has been amended from that which formed the basis of earlier public consultation, to reduce the amount of land required from residential properties by moving the route approximately five metres closer to the University Arts Centre, thereby reducing the impact on the affected properties. Gardens will remain and the existing boundary wall at the back of the properties would be replaced in matching materials. In addition specialist track form would be introduced in the area behind the University Arts Centre and a noise barrier provided to minimise noise and vibration impacts. Tree planting in rear gardens subject to agreement with the property owners, would also be introduced to provide an additional visual screen.
University Boulevard - Impact on trees
University Boulevard is an attractive tree lined avenue, consisting of mainly lime and beech trees. It is an important feature in the Nottingham landscape. A detailed arboricultural survey has been undertaken to assess the location and quality of all the trees along the Boulevard. This has been used in developing the tram alignment, and the design has sought to minimise loss or impacts on trees.
Unfortunately at some locations, the loss of mature trees is unavoidable. In mitigation, additional trees would be planted elsewhere on the Boulevard and existing gaps would be planted with appropriate species to reinforce the tree lined character of the road and ensure that integrity of the Boulevard is maintained.
Beeston (Lower Road and Fletcher Road)
A number of issues have been raised about the use of Lower Road and Fletcher Road, including parking and vehicle access, land take, noise, ground investigations and subsidence, flooding, cycling and safety.
Measures would be introduced to keep Lower Road and Fletcher Road closed for through traffic (except cycles). Vehicle access onto Lower Road from University Boulevard would be prohibited, with access via Albert Road as is currently the case. Vehicles exiting Lower Road would do so via Albert Road or via the eastern end of Lower Road which would be restricted to northbound only, with u-turns facilitated by the closely located Broadgate/Woodside Road roundabout.
Parking survey results have been used to determine the number of parking bays proposed. It is considered that all reasonable parking needs have been catered for by the proposals, although, there is scope for further changes at the detailed design stage. If necessary, to ensure residents can use the spaces provided, residents parking schemes could be considered.
Where a parking bay is proposed through which residents access their 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.
Problems are not anticipated for cars turning round, with turning heads proposed on Lower Road and Fletcher Road. The tram proposals would not affect the existing access arrangements for emergency vehicles and appropriate arrangements for refuse collection would be developed based on experience of similar locations on NET Line One.
The need for a small amount of land take from properties on Fletcher Road and Lower Road has been identified. This will be necessary to ensure that sufficient land is available to provide the shared highway/tramway, parking bays and footways. During detailed design every effort would be made to minimise this impact.
Cyclists would run on street along Lower Road and Fletcher Road, as a segregated route would have impact on properties. These roads would continue to be lightly trafficked and the removal of on-street parking into parking bays would facilitate a safe cycle route. Following discussions with PEDALS (local cycling group), signing an alternative cycle route via Salisbury Street would also be possible. The pedestrian footpath around Neville Sadler Court would be closed and replaced with a path alongside the tramway.
Even with trams running at approximately every 7.5 minutes in each direction during the majority of the day, there would only be a very small increase in the number of vehicles along Fletcher Road and Lower Road. Trams are driven by ‘line of sight’, like any other road vehicles, and so tram speeds would be low, reflecting the residential nature of the area, allowing the tram driver to react by slowing or stopping as necessary. By formalising the parking through off-street bays, the carriageway itself would be clear of obstructions, with improved visibility.
It is recognised that the introduction of NET Phase Two would increase noise levels in Lower Road and Fletcher Road. In accordance with the updated draft Noise and Vibration Policy for NET Phase Two [NET.P7/B], both vehicle and track design will seek to minimise the impact. (Noise barriers are not considered appropriate). No properties on Lower Road and Fletcher Road are expected to experience noise levels which would exceed the qualifying levels set down in the Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 [NET.D9]. The draft Noise and Vibration Policy was updated recently following consultation with local community representatives, to improve the level of protection provided, including details on noise and vibration monitoring to enforce good levels of maintenance to avoid levels increasing with time.
Ground investigation has been undertaken and the extent and depth of the peat bed under Lower Road and Fletcher Road has been identified. It will be possible to alter the highway construction to accommodate the tramway. The tramway is likely to be either:
- supported on a raft foundation. This would involve excavation to a suitable depth to construct the standard on-street track, which may need to be supported by an additional concrete slab structure.
- an independent structure. This would involve installation of piles supported on the underlying rock, which would then be used to support the on-street track (in effect, a buried viaduct).
The contractor will be required by the Code of Construction Practice (see section 3.1, [NET.A15]) to identify which buildings could be at risk from ground movement and to undertake surveys before, during and after construction for any signs of movement or structural damage and take any appropriate action.
Discussions are taking place with Severn Trent about the NET Phase Two proposals. The existing flooding is understood to be caused by a local drainage issue. It will be a requirement that the detailed design and construction of NET Phase Two have no significant adverse impact on flooding risk. The construction and associated works to underground drainage apparatus may also bring opportunities to undertake additional works to the drainage system at the same time.
The NET Promoters recognise the significant impact of the NET Phase Two proposals at Neville Sadler Court and discussions have been held with the owners. The NET Promoters, with the cooperation and agreement of the owners, are keen to enable the part of Neville Sadler Court that requires demolition to accommodate the tramway to be replaced by substitute accommodation comprising at least the same number of flats of an enhanced standard, offering modern facilities and easier access to the buildings for people living in them. The proposed replacement flats and car parking would all be located to the north of the tramway, thereby keeping the tram away from the main circulation area of the court. The redevelopment would require the acquisition of one adjacent residential property. Whilst the building and tramway works are taking place every effort will be made to minimise upheaval and inconvenience to residents.
The NET Phase Two proposals do not include for any development of the residual land to the south of the tramway. Any future proposals for that land would have to conform to local planning policy and any application would be subject to approval by Broxtowe Borough Council, as the local planning authority.
Although bringing about a change, with some demolition of existing buildings, the NET Phase Two proposals provide a real stimulus to revitalise and regenerate Beeston Town Centre. In partnership with the NET Promoters, Nottingham Regeneration Limited/Greater Nottingham Partnership, Broxtowe Borough Council has commissioned a Masterplan for the town centre – the Beeston Town Centre Plan - which seeks to establish a strategic planning framework for the future development of the town centre. Public consultation on the proposals in the draft Beeston Town Centre Plan took place in summer 2007.
The Square Shopping Centre is critical to the proposals included in the draft Beeston Town Centre Plan, which identifies significant potential for the redevelopment of the block between Middle Street and the Square, including the multi-storey car park (which is only partially affected by the NET proposals in that a small proportion of spaces would be lost) and current bus station. The draft Beeston Town Centre Plan includes a strategy for re-providing car parking facilities within the central area. Around The Square itself, there are a number of development options, and one of the main aspirations of the draft Beeston Town Centre Plan is to see a much enhanced public area which is opened out to encompass views of the adjacent Conservation Area.
If implemented alongside NET Phase Two, the Beeston Town Centre Plan would contribute positively to the local streetscape, with enhanced public realm making the town centre more inviting. NET Phase Two offers excellent accessibility with a tram stop located in the centre of the shopping area. Tram and bus services would operate through the new square offering good interchange opportunities.
Detailed assessments of traffic flows in the Beeston area, including the development of a computerised traffic model for the town centre, has been undertaken. This has identified that a significant proportion of traffic is destined for areas beyond Beeston and is using the Chilwell Road and the centre of Beeston as an alternative to the A6005 Queens Road. This assessment has also considered the most appropriate way to introduce NET Phase Two onto the local highway network.
As a result, it is proposed to introduce a package of traffic management measures, which include alterations on Queens Road to improve junction capacity at Station Road and Meadow Lane to enable an appropriate level of traffic to divert from Chilwell Road which will accommodate the tram route, especially in the morning and evening peak periods. This would give trams (operating every 7.5 minutes in each direction for most of the day) a reliable journey time on Chilwell Road but, with no significant impact on travel times for remaining traffic along the tram route and on Queens Road. Minor delays to traffic could occur when the tram is at the Chilwell Road tram stop, although, this would only be for a relatively short period.
The Middle Street / Station Road junction is to be widened as part of the adjacent Tesco development and the assessments have taken into account traffic generated by the proposed Tesco store. Further improvements to the junction, would be required as part of NET Phase Two to provide priority for inbound trams.
The proposed alterations to the Middle Street / Devonshire Avenue / Chilwell Road junction include a banned right turn from Middle Street into Devonshire Avenue / Chilwell Road. Concerns have been expressed about 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 shown that there would be significant benefit to the free flow of traffic along Middle Street if the right turn into Devonshire Avenue and Chilwell Road is prohibited. The proposed arrangements allow formal pedestrian crossing facilities to be incorporated into the new signalised junction. However, 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 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 improve flows on Station Road, encouraging its usage for access to Devonshire Avenue. However, it is also considered that the introduction of junction improvements on the wider network including (Queens Road at its junction with Station Road and Meadow Lane), would also encourage the use of appropriate alternative routes and divert a sufficient level of traffic from the tram route, in particular from Chilwell Road / High Road, especially in the morning and evening peak periods. These measures would allow traffic along the tram route to be freer flowing and minimise difficulties at junctions, such as Chilwell Road / Imperial Road. This has been confirmed by the detailed traffic modelling of this section of route, which has taken account of the diversion of the traffic which currently turns right into Devonshire Avenue.
Chilwell Road / High Road is a relatively busy location, lined on both sides by commercial and residential properties and where current parking and servicing requirements conflict with moving traffic. 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 needed to produce a feasible solution. The aim has been to maximise the retention of shop frontages while accommodating parking/loading facilities and the tram stop.
Traffic issues for the Chilwell Road / High Road area are covered in section 6.7. There are several key design issues to be addressed for this section of the route. These include parking and servicing, and alignment and layout issues including providing a high quality accessible tram stop in a central location.
In order to understand the parking and servicing requirements along Chilwell Road / High Road an extensive investigation was carried out. As a result and to meet the identified parking and servicing requirements three lay-bys serving the western, central and eastern sections of Chilwell Road / High Road, an off street car park to the rear of Chilwell Methodist Church and a car park in the central area behind the Chilwell Road tram stop are proposed.
The proposals for Chilwell Road / High Road area have been carefully designed to help 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. This would include a Chilwell Road tram stop in the central area to encourage people to visit the retail area/other community facilities and a tram stop adjacent to Castle College.
- A potential new commercial development site 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.
The construction phase will be challenging in the Chilwell Road / High Road area but great care will be taken to minimise disturbance when works are taking place (see section 3.2.3). The NET Promoters will endeavour to ensure that access to shops for customers and loading/unloading activities is maintained throughout the period of the works. Conditions during construction may be difficult for local businesses. Therefore the County Council intend to introduce a financial assistance package in order to support businesses in the Chilwell Road / High Road area during the construction phase of the project. Public Consultation on the draft Financial Assistance Package (FAP) was undertaken by the County Council in 2004 and the current draft FAP was distributed to businesses and traders in the Chilwell Road/High Road area in late September 2007. Valuable lessons have been learned from NET Line One and as a result the NET Promoters will seek to maintain strict controls on construction in this sensitive area. Careful management of the works, together with good communications with local residents and businesses in advance is proposed.
Overall it is considered that once implemented the proposals would maintain and enhance the viability of Chilwell Road as a retail centre, creating a safer and more pedestrian friendly environment, increasing accessibility and bringing long term benefits to the area.
The off-street route section from High Road through Chilwell generally uses a corridor originally left free of development to provide space for a road scheme. The road scheme was subsequently abandoned, and the land has been partially developed and used for leisure purposes. Along this section the route runs between the rear garden of houses on Lime Grove Avenue, Gwenbrook Avenue, Brookland Drive, Cator Lane; and the side of Castle College on High Road.
The route alignment has been influenced by a number of 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 this tram stop is considered to be on Castle College's grounds parallel to the college building.
- To minimise impacts (such as overlooking and noise) on local residents, allotments and businesses; and to provide space for privacy and noise issues to be dealt with. In particular, the alignment has been set so that Richmond Court and its grounds are broadly unaffected.
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. In addition, the proposed tram stop in front of Castle College would provide high levels of accessibility for people to the west and south of the tram route. However, as noted above, the constraints imposed by the tram stop layout/location and new junction on High Road, and the presence of Richmond Court 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.
For these reasons, it is necessary for the tramway to utilise parts of some private gardens and requires the demolition of two properties and some outbuildings. This area has been planted in parts by the owners of the adjacent residential houses, and naturally colonised in other places by trees and plants; some of which would be removed to accommodate the tramway and a realigned culverted watercourse. An arboricultural survey has been undertaken (Volume 2 of the Environmental Statement [NET.A16]), and efforts have been made to avoid impact on trees identified as being in good health. Where adverse impacts have been unavoidable the loss of vegetation and amenity would be compensated for along the NET corridor through planting new trees and creating areas of public space. In addition, the NET Promoters would, with the permission of the affected owners, seek to replace some of the vegetation lost by replacement planting in back gardens.
The proposed route utilises a variety of fences and boundary treatments, appropriate to the situation. In this area a hedgerow of native shrubs would be used to integrate with the existing vegetation and proposed areas of native woodland planting. In some sections, noise barriers would be introduced to mitigate the impact of the tram. In other places, chain-link fencing at the foot of rear gardens can be supplemented with planting.
In keeping with the character of the semi-rural area the tram tracks in this area would be on broken stone ballast material which has an informal look and has the added benefit of being noise absorbent.
In terms of the potential for wheel squeal, experience on NET Line One and elsewhere indicates that wheel squeal is unlikely on all but the tightest bends and can be avoided on bends greater than about 20-25 metres by careful track design and high standards of installation followed by good maintenance. Early on in the operation of NET Line One there were examples of wheel squeal on tight bends. However, following the introduction of wheel vibration damping systems on all trams, wheel squeal was removed. No bends with radius of lower than 20 metres is proposed for NET Phase Two and the Castle College / Lime Grove Avenue bend would have a radius of 29 metres on the Lime Grove Avenue side.
In the immediate vicinity of Richmond Court, the tramway has been aligned to minimise the impact on the residential home. The tramway would be located beyond the main rear garden to Richmond Court and behind the row of established conifers that form the existing boundary; therefore retaining an effective screen. In addition a noise barrier approximately 2 metres high is proposed adjacent to Richmond Court. The existing culverted watercourse which already passes beneath the rear garden may need to be diverted or amended to accommodate the tramway in this area. To enable these works to be undertaken and to allow for future maintenance, permanent access rights in the garden area are therefore included in the order.
An alternative route via Cator Lane was considered and consulted on in the early stages of the project development, but was rejected in favour of the proposed route for the following reasons:
- Increase tram journey times.
- Increased capital costs.
- Parking and access difficulties on Cator Lane which could only be properly addressed through acquisition of land from front gardens to provide servicing lay-bys.
- The lack of separation from other traffic which would impact on reliability.
The route of the tramway along the corridor, which runs from Cator Lane in the east to Inham Road in the west is safeguarded in the Broxtowe Local Plan [NET.C35]. This route was once intended for use as a road. The tramway alignment along this section has been carefully designed to minimise the impact of the scheme and preserve and enhance as far as practicable many of the existing features. The proposals include the provision of four tram stops in order to maximise access for local residents to the tram system. The tram stops are proposed at:
- Cator Lane near to Greenwood Court;
- Bramote Lane near to Sandby Court;
- Eskdale Drive near to two schools (Alderman Pounder and Eskdale)
- Inham Road, by the proposed replacement public open space.
The creation of a new footpath and cycleway north of the tramway between Cator Lane and Bramcote Lane would provide a suitable link to the tram stops and would allow people to walk and cycle the full length of the open corridor without having to cross the tramway.
In keeping with the open nature of the area, the tram tracks would be placed on stone ballast material which has an informal look, yet deters pedestrians, cyclists and motorists from using the tramway and has the added advantage of being noise absorbent.
The corridor includes an existing watercourse which is part culverted. The proposals include the further culverting of a section of the watercourse to the immediate west of Bramcote Lane. The culvert would be appropriately sized to accommodate the level of water flow. There is an existing drainage problem which causes flooding at Cator Lane immediately to the south of the proposed tramway crossing of the road. It would be a requirement that the detailed design and construction of NET Phase Two have no significant adverse impact on flooding behaviour. The construction of NET Phase Two and any associated works to underground drainage apparatus may also bring opportunities to undertake additional works to this drainage system at the same time. Discussions are ongoing with the Environment Agency and Severn Trent about the NET proposals.
The alignment of the tramway through this corridor seeks to minimise impact on the local landscape, including trees. The most recent arboricultural survey (Volume 2 of the Environmental Statement [NET/A16]) undertaken in 2007 recorded the age and health of every tree along NET Phase Two. All efforts have been made to keep trees which are in good health. However it would not be possible to retain all trees and replacement planting is therefore proposed.
NET Phase Two proposes crossing points 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 would act as a barrier between the tramway and the adjacent open land to prevent people from accidentally straying onto the tramway. Nonetheless, pedestrians should show a similar level of caution when walking by the tramlines as alongside a road, even though tramways are safer than roads for pedestrians. Tram speeds would be carefully assessed relative to the surrounding environment and speeds along the open corridor would be low, (not exceeding 30 mph) allowing the driver to react to any encroachment on the tramway by slowing down or stopping as necessary.
In the area between Cator Lane and Bramcote Lane, the mature trees along the southern boundary and the paths that run through the area are considered to be important features of the corridor. These are the elements which the design of the scheme has retained and enhanced, where possible. It is recognised that the use of the open corridor to play games would be restricted to some extent. However, there are alternative areas in the locality which can be used for such purposes and the tramway would be kept as far to the north as possible to retain as much of the open corridor as possible.
It is not anticipated that the tramway crossing of Cator Lane and Bramcote Lane would cause any significant disruption to traffic. The tram only requires the road traffic to be halted for approximately 20 seconds as dictated by the minimum crossing time required for the pedestrian crossing facility provided alongside the NET crossing. With a peak frequency of eight trams per hour in each direction the traffic lights would only be called approximately once every three to four minutes for the tram. Traffic levels on these roads are not high enough for this to create any significant tailbacks. Signs would be provided giving motorists advanced warning that they are approaching a new signalised junction.
It is not anticipated that traffic levels would increase on Bramcote Avenue following the introduction of NET Phase Two. Traffic impacts have been assessed as part of the development of NET Phase Two and, although driving habits may well alter, only modest changes in traffic levels are anticipated in the Bramcote Avenue area.
Between Bramcote Lane and the crook of Eskdale Drive the space available for NET Phase Two narrows slightly. Again, improving path ways, creating facilities for cyclists and the retention of existing trees are key to the design. Some low quality trees and scrub would be lost in the area where the Bramcote Lane tram stop is proposed. The position of the tram stop is required to allow the tramway to cross Bramcote Lane at an angle and swing away from the Sandby Court buildings, providing space for a buffer of vegetation and a tall boundary fence (approximately 2 metres high) beside the tramway to help maintain privacy.
The tramway would run to the south of Sandby Court (between the southern block and the houses/apartments currently being constructed on the site of the former petrol station), away from the main circulation area of the complex and the entrance to the adjacent Valley Surgery. Meetings have been held with residents, and further discussions will take place with affected parties, particularly during the construction phase to ensure that disruption is minimised as far as possible.
The space available is limited and it is recognised that there would be a significantly changed environment for the residents of the flats at Sandby Court which will back onto the tramway. Noise impacts will be significant for the residents on the upper floors. A noise barrier and adjacent planting is proposed. The barrier will also aid privacy.
The proposals should not impact on the parking at Sandby Court at any stage, and access to Bramcote Lane will be retained throughout the construction phase, including access for emergency vehicles and taxis. There would be a temporary loss of parking spaces at the Valley Surgery, but the car park would be reinstated, with the same number of spaces following the completion of the works,
As the route runs parallel to Eskdale Drive it moves closer to the road and requires the removal of several trees which are in good condition. However, the proposed location for the tramway allows the creation of a buffer of new trees to shield the open corridor to the north from the tramway and vehicular traffic, thereby minimising the visual impact of the tramway. The proposals also require the play area to be moved a short distance northwards, next to the tennis courts. This also has the benefit of moving the play area away from Eskdale Road. Other recreational activities, such as informal games of football and walking the dog, would still be possible on the open areas to the immediate north of the tramway and road.
After passing Ghost House Lane, the space available narrows once more. In this area the primary objective of the design is to retain a buffer of vegetation and trees, in order to maintain a visual barrier for houses which back onto the tramway.
To mitigate for the loss of open space along the Chilwell via QMC and Beeston route, the fields beyond Inham Road would become a large area of public open space with facilities for leisure, and provide the opportunity to create a nature reserve featuring various habitats: native woodland, wildflowers and scrapes as before (where plants are left to colonise naturally on less fertile soils).
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 take account of traffic levels increasing on this road in the next few years. The new park and ride site would not have a significant impact on the nearby Bardills roundabout on the A52, which was recently the subject of an improvement scheme, as most users of the park and ride would be existing travellers who divert to the tram rather than continuing their journey by car.
The tram alignment and park and ride site are located on Green Belt land, but planning policy guidance provides that park and ride is not necessarily inappropriate if non-Green Belt alternatives are considered first and that a number of criteria are satisfied. There are no suitable locations outside the Green Belt for this park and ride site. In policy term, it is not inappropriate development in the Green Belt and the site will not compromise the openness of the Green Belt or the purposes of the inclusion of the land in the Green Belt. Importantly, the inclusion of the park and ride site within the Green Belt does not reduce the protection of adjacent Green Belt land against future development. Broxtowe Borough Council (the local planning authority) have confirmed acceptance of the proposed site through the local plan process.
Clifton via Wilford - Your Questions...
The following section covers route specific questions which have been raised in relation to NET Phase Two.
What’s proposed at Queen’s Walk?
What’s proposed at the Toll Bridge area?
What’s proposed at Wilford Village?
What’s proposed about Wilford Lane traffic?
What’s proposed about Wilford Lane tram stop and maintenance access?
What’s proposed on the former railway embankment?
What’s proposed about replacement open space south of Silverdale?
What’s proposed about Clifton parking and bus services?
What’s proposed at the Clifton Park and Ride site?
Queen’s Walk is an important feature in Nottingham. It is currently a pedestrian and cycle route from Wilford and parts of the Meadows into the City Centre, framed by an attractive single and double tree-lined avenue (mainly lime trees). The aim of the design along Queen’s Walk would be to retain as many of the existing trees as possible, using careful construction methods, and replace any trees that would be lost.
The southern section of Queen’s Walk (south of Kirkewhite Walk) has two avenues of trees - inner and outer rows of similarly sized trees. There is a strong possibility that the inner row of trees may need to be removed on this section, as the roots may be significantly damaged by the tram construction. This view is based on visual assessment of the type, size and condition of the trees. At the construction stage it would be a requirement that the contractor reassess the impact on trees by obtaining specialist arboricultural advice when the roots are exposed, with the aim of minimising the number of trees to be removed. Where tree loss cannot be avoided, new trees would be planted to re-establish a double row along this section. Although there would be a short-term adverse impact, the removal and replacement process would give rise to a long-term benefit for the amenity of the area, as the trees on Queen’s Walk are all of a similar age, and so the existing avenue will deteriorate with age in time, and the avenue as a whole is susceptible to disease. A more diverse row of trees would help long-term viability.
On the northern section (between Kirkewhite Walk and Meadows Way), where there is currently one row of trees, potential tree loss is expected to be minimal. However, the intention is that additional tree planting would also take place along this section of Queen’s Walk to create a second row of trees, providing a double avenue to match the southern section. Replacement and additional trees are likely to be lime trees. It is recognised that it would take a number of years for replacement trees to reach the stature of existing trees. The planting would help filter views to residential properties. As a minimum, one new tree would be planted for each tree that had to be removed.
In addition to existing footpaths on either side of Queens Walk, a footpath and separate cycleway would be provided in the centre alongside the tramway. It is not considered that this would cause additional impacts on retained and proposed trees. The surfacing used along Queens Walk would create an alternative pedestrianised environment and reduce the visual impact of the tramway. The footpath and cycleway would have a porous bound gravel surface which allows water and gasses to penetrate into the soil. These paths would sit on top of the ground, to minimise root disturbance during construction.
Wilford Village - Toll Bridge Area
Wilford Toll Bridge would be closed for pedestrians and cyclists for a period of up to six months during the construction phase to enable the bridge deck to be replaced and strengthened. It is recognised that this would be a loss with alternative crossings of the River Trent some distance away. For children travelling to and from school, discussions have been held with representatives of the local schools and alternative transport will be provided during the closure period.
From Wilford Toll Bridge the tramway would operate along Main Road before turning east and operating to the north of Coronation Avenue. This section of Main Road would be closed to traffic. Access would be provided to Nottingham Moderns Rugby Club for maintenance, special events and emergency vehicles and separate discussions are taking place with the club. This area is currently used for recreational and school parking and a replacement car park (approximately 25 spaces) is proposed adjacent to the Ferry Inn Public House. Measures would be taken if necessary at the operational stage to deter park and ride usage of the proposed car park and adjacent streets.
A number of alignment options to avoid running alongside Coronation Avenue were investigated. However these would involve considerable new structures across the river, the Iremonger Pond SINC (Site of Importance for Nature Conservation) and the flood storage area, with their supports impacting on the free flow of the river, particularly when it is in flood. This makes the options not viable on the grounds of environmental impact, impact on flooding and cost. One proposal, for providing a new bridge link to the existing stub end of the railway embankment, has the added disadvantage of requiring a tram stop at a high level with long access ramps.
The proposed floodwall along Coronation Avenue would be designed to perform at least as well as the existing embankment and small excavations from the end of the old railway embankment would replace any loss of flood storage area. The position of the tram tracks and floodwall has been proposed on the basis of a balance between visual impact, protection of the pond and flood requirements. Consultation with the Environment Agency has been constructive and the final designs for the Coronation Avenue and Main Road flood prevention aspects would have to be approved by the Environment Agency to ensure that there is no detriment to the existing situation.
The Wilford Village tram stop on Main Road is located to serve passengers from the village, staff, parents and children going to the nearby schools and visitors to the riverside and recreational activities. If a commuter parking problem occurred in the areas adjacent to the tram stop the City Council would consider the introduction of a residents parking scheme if requested by residents.
An alternative tram stop location near Bader Road has been proposed by some objectors. It is doubtful that an extra stop can be justified for the expected balance of patronage and, as an alternative to the proposed Main Road tram stop, this site would be behind the embankment where it may be considered to be too isolated, with concerns for passenger safety and feelings of security, particularly in the evenings, both at the stop and when walking to and from it through the allotments and under the embankment bridge.
The Highway Authority (Nottinghamshire County Council) does not believe the Wilford Lane crossing would have any significant impact on overall traffic delay. Junction capacity modelling has been undertaken of this junction, which has allowed for the linkage with the new Compton Acres junction and for the additional traffic generated due to the school development to the north accessed from this junction. This has shown that when NET Phase Two opens the junction would operate within capacity.
Wilford Lane - Tram stop and maintenance access
A significant number of objectors were opposed to the Wilford Lane tram stop being located to the south of Wilford Lane and suggested that it should be to the north of the road instead. As the residential and school development proposals at Gresham Park will change the balance of potential passenger demand for the tram stop, the NET Promoters agree that it would be better to move the tram stop to the north side of the road and have revised the proposals to make this change.
The maintenance area shown by Wilford Lane is not intended to be used for vehicle storage or for works to be carried out at this location. The facility is intended as a means of access required here very infrequently to enable a tamping machine (a rail vehicle undertaking periodic maintenance of the long stretch of ballasted track) to gain access to the embankment. The tamping machine is not suitable for on street running and therefore would not be able to come along the tram tracks through the city centre. Unlike the situation on NET Line One, where there is direct access from the Wilkinson Street depot, for the section of ballasted track on the embankment the tamping machine would come on the back of a road vehicle and gain access to the north of Wilford Lane. This is away from the main residential area properties so minimising impacts. The area would be gated, fenced and surfaced and would also provide access to the electrical sub station.
The proposals in this area have been designed with the aim of minimising disturbance to the people living next to the tramway. Along this stretch of the route the plans also aim to reintroduce (following construction) the valuable linear aspect of the wildlife corridor, and to recreate, as much as possible, the existing amenity.
To this end, large areas of the embankment would be re-graded to accommodate the tramway. From just north of Wilford Lane to the Compton Acres tram stop the embankment is to be removed. This would not only have the benefit of reducing noise and visual impacts, but would create the opportunity to generate habitats which sustain existing plant communities. Lowering the embankment would maximise the available area for replacement planting and nature conservation and the provision of a replacement footpath.
Following comments received, the NET promoters have changed the proposals so that the tram cross-over that was originally proposed to be adjacent to Heathervale/St Austell Drive would instead be at a location north of Wilford Lane away from residential properties. A proposal to reopen a footpath link between the embankment and Heathervale was incorrectly shown on the Urban and Landscape Design drawings (Volume 4 of the Environmental Statement [NET.A18]) and the NET Promoters confirm that the link will not be reopened as part of NET Phase Two.
It is recognised that the embankment has a significant nature conservation value during construction and the proposals would result in the loss of the existing vegetation and habitat along much of the former railway, which is a SINC. Primarily to minimise ecology impacts, the majority of embankment to the north of Wilford Lane would be left intact, with the tramway running to the east of the former railway line.
The impacts on the ecology and the vegetation generally would be minimised by replanting. This would ensure, through species selection and cultivation that, as far as possible, visual screening, the ecological value and attractiveness would be restored as quickly as possible.
In addition, further compensation is proposed through the creation of an area of approximately 3.1 hectares of wildlife habitat on land currently in arable use between the embankment and Fairham Brook just south of Silverdale (see section 7.7).
Lowering the embankment would significantly reduce the prominence of the tramway. However, this would involve considerable earth movement and disposal by heavy vehicles. In accordance with the Code of Construction Practice (see section 3.1, [NET.A15]), the timing and methods of such activities would be subject to approval by planning, highways and environmental health officers to minimise impacts during this period of time, which is expected to be fairly short.
By lowering the embankment, sufficient space is created for the tram alignment, retaining a footpath alongside and for planting of landscaping to minimise impacts. It is intended that this would be with native local species to provide a hedgerow effect, with interspersed trees. The natural approach may not provide the density that some evergreen species might achieve, but would be less intrusive and would best replicate the existing habitat. In some locations it may also be possible to supplement screen planting with planting at the end of adjacent residents gardens. Such arrangements can be agreed on an individual basis at a later stage. As the landscaping matures the corridor would regain much of its green character, with the new area south of Silverdale compensating the loss.
In addition to the planting it is proposed, where necessary, to enhance garden boundary fencing, to ensure a two metre high screen. Higher fences are not advisable as they would be excessively dominant over smaller gardens, cause significant shade and be difficult to maintain.
During the preparation of the Environmental Statement it became clear that there was potential for noise impacts adjacent to the tramway on this section of the route, and mitigation measures were carefully considered. The NET Promoters approved a draft Noise and Vibration Policy for NET Phase Two [NET.A15] in 2004, which set thresholds above which noise impacts would be mitigated. The NET Promoters consulted Rushcliffe Borough Council, Broxtowe Borough Council and local community representatives for comments on the policy and recently updated the policy [NET.P7/B]. The thresholds are considerably below levels at which statutory noise insulation would be offered, and are aimed to bring noise below levels which are generally acceptable, although clearly some increase in noise is to be expected. It is not practicable to ensure no noise increases occur. Current indications are that noise barriers would be appropriate along substantial portions of this section of the route, on both sides of the tracks, and that the noise impact threshold levels of LAeq, 0700-2300 hours 55dB and LAeq, 2300-0700 hours 45dB can be achieved (within the draft Noise and Vibration Policy for NET Phase Two). These levels are roughly half as loud as those for which the Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 offer noise insulation. The barriers would be designed taking into account their appearance and the nature of the area in which they are located.
A ballast track form is proposed along the former railway alignment. This is quieter than equivalent concrete or street running track forms and is most suitable for off-street running.
Some objectors have suggested that there would be constant announcements from 5.30 am to late in the night at tram stops about tram arrivals and departures, creating noise nuisance to residents. This is not the case. With the network envisaged for NET there would not be the need for regular tram announcements and the Public Address (PA) system at tram stops would only be used by exception, such as in the event of service disruption. Likewise, use of the tram’s warning bell would only be used when the driver considers it is necessary for safety reasons.
The NET Promoters envisage passengers would access tram stops by foot, cycle (with provision of cycle stands at some stops), bus, ‘kiss and ride’ (dropped off by car) or park and ride (at the Clifton Park and Ride site). Unnecessary car journeys are to be discouraged and so, with the exception of the Clifton Park and Ride site, there would be no provision for parking at the tram stops. The localised tram stops are intended for use by local people. If commuter parking occurs and creates a nuisance at tram stops, the City and County Councils, as Highway Authorities for their respective areas, would consider the introduction of restrictions (double yellow lines or residents parking schemes) to prevent dangerous or inconvenient obstruction from parked vehicles.
The proposed new footpath between Wilford Lane and Ruddington Lane replaces an existing feature and should not reduce security for neighbouring properties; indeed, such footpaths are a common feature throughout the local estate. Vegetation would separate the path from property boundaries and there would be increased passive policing through the tram itself and increased use of a more formalised footpath. There would also be enhanced garden boundary fencing where necessary. The security of neighbouring properties should not therefore be compromised. The path would not be lit, except at the approach to the tram stops. Separated from the tracks by a fence and hedge, the path would still be an important element in the network of paths in the area, thus retaining an amenity for the wider community for walking, dog exercising and jogging.
The path that connects Compton Acres and Ruddington Lane across the embankment would be retained as would the other existing paths that connect Compton Acres with the embankment.
Although capable of speeds of 80kph (50mph) on straight and level track, in practice, for most of the proposed alignment, trams would be travelling at speeds well below this as they pull away from or slow down for stops, bends, pedestrian crossings, etc or pass through environments where lower speeds are more appropriate. For example, between the Wilford Lane, Compton Acres and Ruddington Lane tram stops the top speed is only possible for about 300m and for approximately half the distance the speeds would be below 30mph. Speed limits are determined through discussions with Her Majesty’s Railway Inspectorate (HMRI) and trams are driven by ‘line of sight’, like a road vehicle, and the driver has to drive at speeds that allow for all operating conditions and tram characteristics and adjust his/her speed accordingly to suit traffic, pedestrians, weather and other conditions and be prepared to stop promptly if required. But unlike other road traffic, speed limits would be determined for each different stretch of track through discussions with HMRI and would be enforced via automatic on-vehicle records.
The proposed fencing and hedges should ensure that pedestrians only cross the tramway where drivers expect them to do so, and would act to inform people of safe limits and make it difficult for them to cross these limits.
Replacement Open Space south of Silverdale
An area of open space to replace losses elsewhere along the route is proposed south of Silverdale. This area is considered to be a suitable replacement for the area of open space lost along the former railway embankment between Compton Acres/St Austell Drive and Ruddington Lane. The new area of open space would allow the creation of a wildlife reserve featuring various habitats, including wet grassland, native woodland, scrub, grassland and scrapes (where areas of subsoil are left to colonise naturally). In some areas the new open space would double up as a leisure resource for the whole area, and be an open, landscaped area with a network of paths.
Locating the tram within a mix of wildlife habitats and open space would in effect lessen the visual intrusion of the tram on local homes and the buffer of green space between urban areas would be safeguarded. This land would be drawn together into a continuous green space, and invested in to become a quality resource. All land on and around the existing open space, which is used to accommodate the NET tracks and infrastructure, would therefore be compensated for by the formal creation of new wildlife habitats and leisure resources.
When creating the open space some intervention would be employed to ensure that the habitats for wildlife are diverse and good quality. For example, by scraping back topsoil in certain areas soil fertility is reduced creating a diverse range of habitats and promotes less invasive species of native plants to flourish.
Silverdale Walk, part of the network of pedestrian rights of way and off-road cycle paths which weave in and out of the residential fabric of the area, crosses the northern most segment of a large area of recreation ground to the east of Clifton, between the urban area and Fairham Brook. The recreation ground and the adjacent farmland acts as a buffer between the suburban areas of Clifton and Wilford. The tram would run east to west across the farmland, before crossing Fairham Brook and emerging onto the recreation ground. The route would utilise a small portion of the northern end of the recreation ground, intersecting with the north/south path of Silverdale Walk. The route would not affect any of the sports pitches on the recreation ground, and the alignment of NET avoids the woodland near to Farnborough Road. The Silverdale Walk cycle/footpath would be surfaced with a bound gravel material where it crosses the NET area.
The proposed path through the new open space would be a continuation of the Silverdale Walk recreational facility. Vegetation would separate the access path from property boundaries, and there would be increased passive policing through the tram itself and increased use of a more formalised footpath. The security of neighbouring properties should not therefore be compromised.
In keeping with the semi-rural character of the area the tram tracks would be placed over stone ballast material which has an informal look; and throughout most of the public open space low, knee rail fencing (just over a foot off the ground) would be used to delineate the boundary between the tram tracks and the rest of the open space. This type of fence informally, but definitely, separates people from trams, without compromising the open aspects of the space. As the tram emerges onto Farnborough Road the design strategy for the boundary treatment changes and visual barriers would be introduced to help shield neighbouring houses from being overlooked by people on the tram.
Clifton – Parking and bus services
Parking bays are proposed along Farnborough Road and Southchurch Drive in order to replace the on-street parking facilities currently available. The precise location and number of parking bays would be determined during the detailed design stage of the project to ensure adequate parking provision would be made available and to deal with any specific localised issues. On a specific matter, where a parking bay is proposed in front of a row of houses, some of which have private drives, the layout of the bay would allow reasonable access to the drive to be maintained. During construction, it is recognised that there would be unavoidable periods of temporary loss of on street parking, which would need to be displaced further along the road or to nearby streets. This impact would be minimised through a rolling programme of construction.
Although there may be some changes to core bus services operating from Clifton, most services from the area are still expected to continue operating in a similar way to those from Bulwell where operators revised rather than removed bus services after NET Line One opened. By law, bus services outside London are deregulated, so it is up to the operators to decide how to amend or restructure services, but it is envisaged that the bus operators would amend some of their services to provide feeder services linking with the tram. The details of any feeder services would be determined in consultation with the operators at a later stage. There are a number of locations in Clifton where bus/tram interchange could occur such as at each end of Southchurch Drive; in the main shopping area on Southchurch Drive, and for buses from outlying villages, at the proposed Clifton Park and Ride site.
The proposed location for the park and ride site is adjacent to Nottingham Road. The site is immediately adjacent to the proposed ExtraCare elderly care village, the construction of which started in spring 2007. Contrary to assertions made by some objectors, the land on which the care village is being constructed has been allocated for residential development within the Nottingham Local Plan since 1997 and has never been proposed as the site for the park and ride. The land is strategically important in ensuring the balance of housing type, size and affordability within the City and within Clifton itself and would be inappropriate for park and ride because of its status as a housing site in the Nottingham Local Plan.
The chosen park and ride site was identified following investigations of four available Green Belt sites, and, when assessed against national planning policy requirements, it was not considered an inappropriate development in the Green Belt. In particular, the park and ride is an essential element of NET Phase Two and building the site in this particular location will not compromise the openness of the Green Belt or the purposes of the location’s inclusion in the Green Belt. The park and ride site is an exception to Green Belt policy and its approval does not alter the protection afforded to other adjacent Green Belt land. There is no presumption that approval of the park and ride site will lead to further development of the Green Belt in this location and National Planning Policy Guidance advises that park and ride is not necessarily inappropriate in Green Belt provided that non-Green Belt alternatives are investigated first and a number of criteria are satisfied.
A considerable amount of design work has been undertaken to minimise the visual impacts of the proposals for the park and ride site and the access road. The park and ride site would be developed in a way to reduce its prominence, being cut into the hillside with a wide strip of native planting bordering the site. The layout, design and landscaping of the park and ride site and link road would be designed sympathetically, preserving the landscape and allowing wildlife habitat to be created.
It is considered unlikely that the Park and Ride site will result in increased traffic levels on Gotham Road or Barton Lane. The traffic analysis suggests that the majority of tram users would already be making car journeys on local roads, but would choose to divert to the park and ride facility instead of continuing their journey towards Nottingham by car. It is anticipated that a number of re-routed or new feeder bus services would access the park and ride site, where interchange facilities are proposed. The proposals are fully compatible with the A453 dualling following consultation with the Highway Agency.
Some objectors suggest that the tram park and ride would be unnecessary once the proposed East Midland Parkway Station opens, at Ratcliffe-on-Soar in 2008. The station is primarily intended to offer an alternative for people accessing long distance rail services and East Midlands Airport. While the station may attract some people travelling into Nottingham the rail service would be less frequent than NET Phase Two with expectations of only two trains per hour, more expensive and some distance from the most congested areas approaching Nottingham. In addition, Nottingham Station is also distant from key central area destinations. Therefore it is expected that most use of the parkway station would be for trips travelling away from the area, allowing passengers to travel to London or elsewhere without having to travel into Nottingham first. The NET Park and Ride site, situated on the edge of the built up area and with considerably higher ‘ride’ frequencies, would be far better placed to attract drivers bound for Nottingham immediately before they enter the most congested roads, offering a high quality, frequent and fast onward connection bound for Nottingham.
