21. How long will the works take?
22. What time of day will the works be carried out?
23. How will noise and vibration be controlled during construction?
24. How will dust and dirt be controlled during construction?
25. How will traffic be managed during construction?
26. How will access be maintained during construction?
27. How will parking be affected?
28. How will footpaths be affected during construction?
29. What will be the done to address noise and vibration during operation?
30. How will visual intrusion and privacy be addressed during operation?
31. Will the scheme make a positive contribution to climate change?
32. How will light pollution be controlled?
33. How will traffic be affected by tram operations?
34. How will parking close to tram stops be controlled?
36. How has public security been addressed?
37. Are there any health risks associated with electric systems?
38. Will NET be properly maintained?
40. What will the tram timetable be?
Your Questions...
How long will the works take?
It is anticipated that overall the construction and commissioning of NET Phase Two would take about 3 years to complete. This includes the testing of the tram system and the training of staff immediately prior to the opening of the service to the public.
The works will be phased and completed in sections along the route, thereby minimising the duration of any local disruption. The duration of the works in any specific location would be dependent on the particular construction activities required (structures, highway works etc.) and any constraints defined within the Code of Construction Practice (CoCP) (see section 3.1) or by statutory bodies, such as the Highway Authority. In any case, the duration of construction activity in any one location would be significantly less than the overall construction period. There will be close public liaison and intensive public communication of information, as required by the CoCP and as was the case during the construction of NET Line One.
There are construction techniques currently being developed for on street sections of tramway, which use prefabricated elements and offer very significant time savings over standard track construction. These could be of particular benefit in some areas, such as along Chilwell Road and High Road (Beeston/Chilwell). These methods have recently been used on tram systems in Europe and will be considered at the detailed design stage for NET Phase Two, as a means to speed up construction.
A detailed construction programme, and therefore the actual timing of the works for a particular area, will be decided after a main contractor has been appointed. The programme will reflect any previously identified timetable constraints.
What time of day will the works be carried out?Under the Code of Construction Practice (see section 3.1), the normal hours of working would be 0800 to 1800 hours Monday to Friday and 0800 to 1300 hours on Saturday.
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How will noise and vibration be controlled during construction?
The construction works will be regulated by the Control of Pollution Act 1974, which sets out requirements to ensure that adequate noise and vibration measures are adopted during the construction phase and through the Code of Construction Practice (CoCP, see section 3.1).
The draft CoCP requires the appointed contractor to comply with a number of specific requirements including:
· To liaise and consult with the local authority with regard to permissible levels of noise and to seek the authority’s consent to carry out the works
· To carry out the works in accordance with practical noise control measures aimed as minimising noise emission on site (as set out in the CoCP and as may be agreed with the local authority)
· To carry out monitoring to ensure that works do not exceed specified noise limits
· Where monitoring identifies that noise limits may be exceeded, to install appropriate mitigation measures
· To comply with the local authority’s reasonable requirements in order to control vibration levels arising from the works and to ensure vibration limits do not exceed dose values specified in British Standard (BS) BS6427:1992 Guide to evaluation of Human Exposure to Vibration in Buildings; and
· To ensure vibration levels specified in the draft CoCP are not exceeded in order to protect buildings from structural damage
Without prejudice to these specific requirements, the contractor would be under a general duty to take all practicable measures to minimise disturbance from noise and to comply with the recommendations of BS5228 Noise Control on Construction and Open Sites.
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How will dust and dirt be controlled during construction?
The draft CoCP (see section 3.1) sets out requirements for mitigation measures to minimise dust and dirt during the construction of NET Phase Two. These include:
· hard surfacing heavily-used areas, which shall be kept clean through regular brushing and water spraying;
· sheeting completely the sides and tops of all vehicles carrying spoil and other dusty materials;
· controlling dust released from cutting or grinding of materials on site;
· watering unpaved surfaces and roads; and
· the provision of wheel washing facilities including, where practicable, mechanical wheel spinners.
In addition, the contractor would be under a general duty to take all reasonably practicable measures to avoid creating a dust nuisance during both demolition and construction works.
How will traffic be managed during construction?
Where construction activities are carried out within or immediately next to the highway, it is most likely that temporary traffic management measures would be necessary. These measures would be used to maintain traffic flow and minimise any adverse impacts on, and ensure the safety of, pedestrians, road users and construction workers. The Highway Authority would be consulted over the method, phasing and timing of temporary traffic management measures.
In some locations temporary restrictions on the use of the highway may be necessary to ensure a safe working environment and to most effectively expedite the works. For example, temporary highway closures could restrict through traffic movements or vehicular access over the affected section of road other than for construction traffic, though pedestrian access would still be retained to adjacent buildings. Direct vehicular access to the properties on the closed section may be feasible through arrangements with the contractor. During such closures servicing would also be through arrangements with the contractor.
Local residents, businesses and the emergency services will be consulted on possible approaches to implementing the works and managing traffic prior to the approach to construction being finalised. Once a construction method and timetable has been agreed with the highway authority, the CoCP (see section 3.1) requires the contractor to give appropriate prior notification to allow nearby residents and businesses to plan for such occasions.
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How will access be maintained during construction?
The CoCP (see section 3.1) will require that the contractor must take all reasonable precautions to minimise any disturbance to properties adjacent to any works. Pedestrian access to occupied premises fronting the proposed route would be maintained at all time during the construction works. However, some restrictions on vehicular access, including temporary removal or relocation of on-street parking and temporary closures of access to some off-street parking areas may be necessary.
Prior to commencing such works, there would be liaison with the affected parties to discuss alternative access arrangements. Closures would be kept to the minimum. In some instances alternative temporary accesses may be feasible and would be provided.
In locations where as a result of the tramway and associated works there is a requirement for parking to be removed, the scheme proposals include replacement parking, both on and off street. Wherever feasible, this permanent replacement parking would be implemented prior to removal of the existing facility. During the construction phase there may be some temporary loss of on-street parking resulting from the construction activities and associated traffic management measures. These temporary parking restrictions may extend beyond the immediate area of works to maintain traffic flows and access and ensure the safety of road users. Overall, works would be phased such that construction would be implemented and completed in sections along the route, thereby minimising the duration of any local disruption.
Temporary parking restrictions would need to be agreed with the Highway Authority and appropriate prior notification would be given to allow residents and businesses to plan for such occasions.
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How will footpaths be affected during construction?
To aid the construction of the scheme, some public footpaths may need to be closed to ensure a safe working environment and space along the works. During such closures alternative footpath routes would be identified and appropriately signed.
In addition to meeting the requirements of the CoCP (see section 3.1), the contractor would need to consult with the relevant Highway Authority regarding any temporary footpath closures. Closures would need to be agreed with that authority, with appropriate prior notification for such closures given to allow nearby residents to plan for such occasions.
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What will be done to minimise noise and vibration during operation?
The mitigation proposed in the Environmental Statement [NET.A13 to A18] complies with the limits set out in all regulations and planning guidance regarding noise and vibration (e.g. The Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 [NET.D9]). Design and maintenance standards for the trams and the tracks have been set to ensure that noise and vibration levels associated with the system are minimised. If noise levels from an operating tram system exceed the qualifying levels stated in the above Regulations, mitigation measures such as secondary glazing will be offered or introduced.
Over and above these commitments, a draft Noise and Vibration policy [NET.A15] was approved by the City and County Councils for NET Phase Two in 2004. The draft policy [NET.P7/B] has recently been updated and commits the Councils to mitigating noise impacts as far as practicable by careful design – for example procuring an appropriate track system and providing noise barriers where practicable – so as minimise noise and vibration levels. As a result of this policy NET Phase Two includes provision for extensive lengths of noise barriers at various off street locations. The draft policy sets ambitious noise targets at levels considerably lower than those in the Noise Insulation (Railways and Other Guided Transport Systems) Regulations.
NET Line One noise issues have been associated with the location of points / crossings and complex geometry (including tight bends and curves). The NET Promoters have learned lessons from the NET Line One experience. Similar arrangements or design features will be avoided on NET Phase Two.
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How will visual intrusion and privacy be addressed during operation?
Where the tramway and other associated works (including footpaths) are proposed to operate in residential areas, particular care has been taken to minimise overlooking into private properties, including back gardens. This has included lowering the embankment to the south of Wilford Lane as well as proposals for suitable replacement fences and other boundary treatments where required – some of which would also act as noise barriers. In many locations planting and trees are proposed to screen views and to aid security.
Will the scheme make a positive contribution to climate change?
A number of objectors have asked whether NET Phase Two would make any contribution towards combating climate change and have sought information on power sources and emissions. Others point out that some emissions would occur during the construction phase before the long term benefits of NET are realised.
Climate change issues and the contribution of NET Phase Two to greenhouse gasses were considered as part of the environmental impact assessment undertaken to inform the NET Phase Two Environmental Statement [NET.A13 to A18]. The Environmental Statement followed the methodology recommended in the Department of Transport’s Transport Assessment Guidance and the Design Manual for Roads and Bridges. The Environmental Statement concluded that whilst CO2 emissions in Nottingham would inevitably rise as a result of traffic growth, the anticipated transfer from car to tram and traffic rerouting associated with the direct impacts of NET on highway capacity should reduce CO2 growth by 4,012 tonnes per year. Operating the tram itself would not directly create CO2, but indirect emissions would occur at the source of the electricity generation. Based on existing NET Line One power requirements, it is estimated NET Phase Two would have an annual power consumption of around 7 MWh, including electricity requirements for vehicles, stops, depot power and other ancillary purposes. Based on the current average ‘power-mix’ from UK generated electricity, this would equate to about 3000 tonnes of CO2 emissions per year. The reduction in CO2 emissions as a result of NET Phase Two is therefore likely to be in the region of 1000 tonnes per year.
This contribution towards combating climate change could improve over time as policy is tending towards increased use of renewable and other ‘cleaner’ sources of power reducing the CO2 emissions of generated electricity at source.
It is acknowledged that there will be some additional impact during construction, such as from exhaust from contractors’ vehicles and machinery and removal of vegetation during excavations, but over time these are likely to be compensated by the operating benefits and by replacement planting.
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How will light pollution be controlled?
The lighting used would be designed to be effective and appropriate to each location along the NET system. Locations such as tram stops would be well lit to maximise security and provide a comfortable environment. Elsewhere off-street, except for safety reasons, there would be little or no lighting. Light pollution would be minimised through the selection and design of light fixtures that are low intensity, well directed and that minimise light spill. These requirements are especially important in locations close to residential properties or where the route runs through green corridors or conservation areas.
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How will traffic be affected by tram operations?
Junction capacity assessments have been undertaken for each junction, other than minor ones, along NET Phase Two in consultation with the relevant Highway Authority to ensure the introduction of NET Phase Two has no significant material impact on traffic flow. Overall, the frequency of trams (every 7.5 minutes in each direction during most of the day) is unlikely to cause difficulty for other traffic and it is expected that traffic delay during the operation of the system would be minimal. When running in traffic, the tram is just another long vehicle. The tram would share space with other traffic and therefore does not prevent other traffic movements.
In some instances within shared running sections, other road traffic would have to wait behind the tram when it is at a tram stop but trams would only stop for relatively short periods and the resulting occasional delay to traffic is likely to be of a similar duration to that of a conventional pedestrian crossing.
The powers sought under the Order include traffic regulation measures such as parking restrictions and banned turns. These are necessary for the safe and effective operation of the tram and the surrounding highway network. This would affect to some extent existing traffic routeing and manoeuvring as well as some parking and servicing arrangements. The development of NET Phase Two, including traffic regulation measures, has taken detailed account of the existing situation and sought to provide suitable measures to replace any facilities lost, such as replacement of on street parking and servicing provision.
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How will parking close to tram stops be controlled?
Where parking problems arise due to the operation of NET Phase Two, suitable action, such as introducing residents parking schemes, would be taken where appropriate. Any proposals would be considered in full consultation with local residents.
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Are trams safe?
Public safety considerations are taken very seriously. Available evidence, based on NET Line One and similar schemes elsewhere, suggests that trams are among the safest forms of transport. This is in part because tram vehicles follow a predictable path and are clearly visible to other road and pedestrians. The system would not be allowed to operate until Her Majesty’s Railway Inspectorate (HMRI) are satisfied that it is safely designed and implemented taking account of its local environment. Appropriate maximum operating speeds for the tram would be determined by the Highway Authority and HMRI, based on local conditions and circumstances. Trams would strictly observe these pre-set speed limits and would often run well below these levels.
The tram would operate on a ‘line of sight’ basis whereby the vehicle would be driven to suit the prevailing conditions. Where the situation requires it, the tram drivers would slow down and stop to avoid problems. Tram drivers would receive a high level of initial training and regular on the job assessment. Modern trams have an efficient triple braking system which is very effective in emergency situations.
When running on-street, standard safety features would be utilised such as controlled crossing points and sufficient width of footways. When running off street near footpaths, cycleways, crossing points and recreational areas, appropriate measures would be used, including signing, barriers, fencing to regulate or deter users from entering the tram corridor, as well as provision of alternative routes alongside or near the tram corridor.
In semi-rural areas and other open areas, low knee rail fences (approximately one foot high) would be used to mark the boundary between the tramway and the adjacent area. This type of fencing informally but definitely separates people from trams, without compromising the open aspects of the area or making people using pathways and cycle routes feel they are hemmed in by an imposing barrier.
Public safety is taken very seriously especially in relation to children near the tram lines. In this respect children would be provided with information about trams by way of incorporation into safety education programmes, as happened on NET Line One.The safety of cyclists has been considered from the earliest design stage and the proposals include facilities for cyclists. The presence of the tramway and trams has been considered from the perspective of a cyclist and, where feasible, risks have been mitigated; dedicated facilities and on street lanes for cyclists are an integral part of proposals and in busy locations signalised crossing facilities would be provided for cyclists.
Existing adjacent routes used by cyclists would be resurfaced or realigned, and where possible enhanced. Cycle routes would tie in with existing routes, where appropriate and achievable. Cycle paths would be two way in some areas, where space allows. Where cyclists have to share the carriageway with trams and other traffic, increased lane widths with the rails offset from the kerb would be adopted to provide a safer corridor and avoid cycles running on the rails. Although the presence of tram rails in the road may present a small increased risk (of skidding) for cyclists, the highway and tram alignment would seek to reduce this risk by removing shallow angled crossings of the tracks.
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How has public security been addressed?
Public security and the resulting level of comfort and personal safety, is seen as a key issue in attracting and retaining customers on the system. As on NET Line One, the tram vehicles and tram stops would be equipped with CCTV and an emergency call system linked to a central control centre. In addition, the likely use of on-board conductors for fare collection (as on NET Line One) would be a further security element present on the trams themselves.
The location and layout of the proposed tram stops and surrounding areas would be designed to encourage a feeling of personal security for all users. This would include open accessible areas, with appropriate levels of lighting and fixed street furniture. This is particularly important for tram stops located outside the normal street environment. Careful consideration would be given to such tram stops particularly regarding access routes and the local urban design. The police would continue to be consulted and provide input on security issues during design development.
Are there any health risks associated with electrical systems?
Some concerns have been raised about the impact on human health of the very low frequency magnetic fields created by the trams overhead electric lines. There is no known evidence of this and it has not been an operational concern on NET Line One. Nevertheless, NET Phase Two would comply fully with the relevant standards for electrification of a tramway powered by overhead lines at 750V DC.
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Will NET be properly maintained?
To provide the quality and safety of the system, a rigorous maintenance regime is required during the operational life of the tram system, for the servicing, cleaning and minor repair of the tram infrastructure, including the vehicles, stops and track. This will be set out in the contract for the construction and operation of the tram system and regulated by performance requirements and payment arrangements. The regular maintenance of the tram vehicles would be undertaken within the expanded existing NET Line One depot, located on Wilkinson Street, Basford. Whilst a contractor would be appointed to manage and implement the routine maintenance works, areas within the public highway, with the exception of the tram stops and other specialist equipment such as overhead line and support poles, would be the responsibility of the local Highway Authority.
The NET infrastructure would be designed for the operational life of the system – for example, structures including bridges and viaducts would typically be designed for a 120 year life. During the life of a tram system, major works may be necessary for more substantial repairs or maintenance. The detailed design and construction of NET Phase Two would be undertaken with minimisation of such works in mind, and would take account of measures to assist in undertaking the maintenance works and minimising impacts arising from the works. Measures that would be adopted to achieve this goal include the advance removal of statutory undertakers’ (e.g. telecommunications, water or gas providers) apparatus from beneath the track and selection of track form taking into account likely maintenance requirements. For issues that cannot be eliminated, such as the occasional re-ballasting of the segregated track sections, the works would necessitate some disruption of the tram service or occasionally involve works outside of the trams normal operating hours. In either case, advance notifications would be given to those within close proximity of the works and, as appropriate, a temporary replacement bus service provided.
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Fare levels for NET Phase Two are not being determined at this stage. It is expected they would be set on the same basis as NET Line One, where fares are at or similar to bus fares and, as noted in 2.4 above, the intention would be for the fare income to cover the operating costs. Discussions would take place with bus and train operators with the intention of agreeing through ticketing.
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What will the tram timetable be?
It is expected that trams would operate every 7.5 minutes in each direction during most of the day, with services every 15 or 20 minutes in the early morning, evening and on Sundays. During the week, services would start at the Clifton and Toton Lane park and ride sites at 0600 hours, and finish at 2400 hours. This would mean that trams leave the depot at Wilkinson Street starting from about 0520 hours and finishing at about 0050 hours.
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