APPENDIX 1

 

DRAFT NET PHASE 2 PROJECT AIMS

 

NET Phase 2 is a key element of the Greater Nottingham transport strategy and will secure substantial benefits to the wider ‘Three Cities’ sub-region.

 

The proposals are fully consistent with strategies for land use, planning and economic development, and with policies at national, regional, sub regional and local level. In particular they are fully consistent with the Greater Nottingham Transport Plan, the Regional Spatial Strategy and City of Nottingham, Broxtowe and Rushcliffe Local Plans.

 

The key aims of the project are as follows:

 

1. To provide a sustainable alternative to the car for many journeys to tackle congestion, particularly on the strategic road network, including the A453 and A52.

 

In common with most other successful Cities, Nottingham suffers from severe traffic congestion, particularly at peak periods on main routes into the city and along the ring road. In light of ever increasing travel demand, tackling congestion and providing alternatives to the car are crucial for the continued economic growth.

 

As demonstrated through the success of Line One and through further expansion in park and ride provision on routes directly connecting the national motorway network, Phase 2 has the ability to attract substantially more people out of their cars.

 

The tram vehicles running at high frequency will expand the capacity of the public transport network within the southern and western sectors of the conurbation. Because the system is of modern design, dependable, easy to use, fully accessible, safe and secure, it is attractive for people to use and represents a substantial enhancement in the quality of public transport provision.

 

As recommended in the Government sponsored multi-modal studies for the M1 (section through the East Midlands) and A453 (M1 to Nottingham), NET Phase 2 supports strategies to reduce congestion on the strategic road network, particularly facilitated by the provision of park and ride sites.

 

As part of a co-ordinated package of measures to meet future travel demand in the corridor, the tram extension proposals have resulted in a reduction of the scale of the proposed A453 trunk road improvement scheme through the Clifton built up area, being pursued.

 

NET Phase 2 is complementary to strategies to manage travel demand including any future sub-regional or national road pricing scheme.

 

2. To increase public transport capacity to accommodate growth in Greater Nottingham.

 

Over the next ten to fifteen years Greater Nottingham is striving to attract high levels of inward investment and achieve a step change in economic performance. Connectivity is one of the key factors differentiating locations for investment.

 

A substantial increase in public transport capacity is essential if ambitious plans for  employment, commercial and housing growth within the sub-region are to be accommodated in a sustainable manner.

 

The fixed nature of tram infrastructure helps to boost investor confidence and adds to Nottingham’s appeal as a destination for business, employment, house buyers and attracting visitors.

 

NET Phase 2 is strongly supported by large sections of the local business community because it will allow staff to travel efficiently to employment sites, and it will improve the efficiency of supply chains, improve access to markets and thus support business competitiveness.

 

Valuable City Centre bus stop capacity will be released that can be reallocated to enhance bus frequencies and reliability in other corridors. 

 

3. To improve accessibility and reduce social exclusion and realise further the investment in NET Line One.

 

As well as directly serving the City centre and district centres of Beeston and Clifton, NET Phase 2 also connects regionally significant destinations including Nottingham University and Nottingham Trent University campuses, and the Queens Medical Centre hospital site. It also serves numerous local employment, commercial and education sites.

 

There is a strong link between improving transport provision, accessibility and reducing social exclusion as reflected within local Community Strategies and Accessibility Strategies.

 

Phase 2 serves a number of deprived areas, including the Meadows area, and parts of the Clifton estate, which have high rates of economic inactivity and low levels of car ownership. Parts of West Chilwell are also relatively isolated. The system will improve opportunities to access work, learning, healthcare, retail, leisure, and essential services.

 

Expansion of the NET system maximises the benefits in the investment in Line One through economies of scale and network effects.

 

The introduction of cross-city links for Line One will open up a range of new direct travel opportunities which are not currently available as virtually all existing bus services terminate in the City Centre.

 

As Line One passes close to some of the country’s most deprived wards, extending the network will further increase accessibility benefits to the area.

 

Level platforms and entirely low floor trams make access easy. Expansion of the system will therefore significantly improve travel opportunities for disabled people and the mobility impaired.

 

For rural residents, where public transport is generally poor, accessibility to facilities and employment in the conurbation will be improved by the flexibility attained through park and ride, with two new sites at the southern termini of Phase 2.

 

4. To contribute to the integrated public transport in Greater Nottingham and improved interchange.

 

NET Phase 2 provides improved linkages to Nottingham Railway Station and thus connectivity to the national rail network. Through the creation of a major transport hub at the station, easy interchange between tram, rail, bus and taxis will be achieved within easy walking distance of the City Centre.

 

The development of further public transport hubs in the city centre, district centres and in the vicinity of the Queens Medical Centre will allow easy interchange with bus services.

 

There is also the opportunity to support the development of  bus feeder networks to widen the areas served by the tram. The further development of integrated and smart card ticketing systems will facilitate easy transfer between public transport services.

 

5. To support land use policy, regeneration and neighbourhood transformation strategies in the City Centre, the district centres of Beeston and Clifton and other important employment and residential areas.

 

The investment in fixed transport links provides a focus for development and the regeneration and renewal of surrounding areas.

 

The strong link between land use planning and transport in Greater Nottingham means that the identification of employment and housing development sites is being driven by locations well connected to the public transport network, ensuring sustainablity and accessibility.

 

Phase 2 supports major development in the City Centre Southside area, one of three identified regeneration zones in Nottingham.  It also provides impetus to a number of significant developments, including Nottingham Station Masterplan, Broad Marsh Shopping Centre expansion, ng2 (Queens Drive), Highfields Science Park, Beeston Town Centre, and a number of other significant residential developments.

 

The investment in tram infrastructure also acts as a catalyst for improvements in the public realm and other environmental improvements. There will be opportunities, therefore, to transform a number of neighbourhoods along the route, such as within the Meadows area, Chilwell High Road and Clifton district centre.

 

6. To extend the use of an environmentally friendly mode of transport.

 

Through encouraging increased use of public transport and corresponding reduction in private car use, Phase 2 will contribute to the achievement of national Climate Change objectives through the reduction in overall carbon dioxide emissions.

 

Running on steel rails and carrying large numbers of passengers per vehicle, trams are a particularly energy efficient mode of transport.

 

As electrically powered trams are non-polluting at the point of use, they are beneficial in contributing to the achievement of air quality standards. NET Phase 2 will contribute to the air quality standards being met in designated Air Quality Management Areas in the City Centre, along parts of the ring road and at Trent Bridge.

 

Reduced pollution levels will contribute to improving public health.

 

Due to its excellent safety record and through encouraging further modal change from car, expansion of the NET system also contributes to reducing road casualty levels.


 

APPENDIX 2

 

CHILWELL BEESTON PLAN

 

 


CLIFTON WILFORD PLAN

 


 

APPENDIX 3

 

SUMMARY OF MAJOR CHANGES TO THE ALIGNMENT SINCE 2004 APPROVAL IN PRINCIPLE OF ALIGNMENTS.

 

   City Centre

 

·         a new alignment through the Southside area (Appendix 4, paragraphs 2.1 – 2.13).

 

Chilwell via the QMC and Beeston route

 

·         a new bridge across the Midland Main Line at Lenton, avoiding impacts on the Kings Meadow Nature Reserve (Appendix 5, paragraphs 3.1 – 3.9).

·         The choice of a route alignment to the rear of the Arts Centre through the University of Nottingham campus (Appendix 5, paragraphs 7.1 – 7.8).

·         The requirement for relatively wide limits of deviation through Beeston town centre, reflecting uncertainties surrounding the future shape of the town centre, including proposals coming forward through the draft Masterplan (Appendix 5, paragraphs 13.1 – 13.8).

·         The relocation of the alignment approximately 5 metres further south in the open space between Cator Lane and Bramcote Lane to avoid conflict with a high pressure water main. (Appendix 5, paragraphs 18.2 – 18.6)

 

Clifton via Wilford route

 

·         operating to the east of the former railway embankment between Vernon Avenue and Wilford Lane, thereby removing impacts on a significant section of the former railway line Site of Importance for Nature Conservation (Appendix 6, paragraphs 5.1 – 5.9)

·         the requirement for relatively wide limits of deviation between the Clifton park and ride and the A453, to allow for forthcoming Highways Agency A453 widening proposals (Appendix 6, paragraphs 10.3 – 10.4). 

 


 

APPENDIX 4

 

NET PHASE 2 – NOTTINGHAM CITY CENTRE. ALIGNMENT DEVELOPMENT

 

General Comments

 

The text below summarises the main environmental impacts for the scheme as identified in the Environmental Statement (ES). In general terms, the ES is required to assess the worst case rather than the most likely scenario.    

 

Environmental Consultants ERM has undertaken the townscape and visual impact assessment following the standard Landscape Institute/ Countryside Agency method. This tends to overstate the townscape impacts because, for example, it has to be assumed  that buildings that have to be demolished as part of the scheme will not be replaced, even when there is space to do so, unless the building replacement is part of the scheme. In practice, new development would be expected to take place. In general, sensitive landscaping proposals identified in the Urban Design Guide will be established to ensure a best fit of the tramway into varied local environments along the routes.

 

The impacts identified in the text for townscape and visual impact below are those 15 years after the commencement of operation and following, for example, the establishment of planting, settlement of earthworks and weathering of structures. 

 

During the construction phase, there will be an impact on the setting, character and appearance of a number of listed buildings and conservation areas. However, a range of mitigation measures has been developed in the draft Code of Construction Practice(CoCP) which will minimise impacts on cultural heritage during the construction phase. There will also be construction noise impacts in a number of locations, in particular during enabling works and where demolitions are required. These will however mostly be of a short duration. 

 

The Route Alignment

 

1.         Nottingham Station. (Bridge ward)

 

1.1       From the Line One terminus the Phase 2 alignment will cross over Station Street, Nottingham Station and Queens Road at an elevated level on bridge structures before descending to street level near Crocus Street.  The alignment over the Station follows the line of the former Great Central Railway (GCR) viaduct which was demolished in the 1980’s.

 

1.2       Nottingham Station is the subject of a Masterplan which proposes a thorough transformation of the Edwardian station into a key transport interchange in the city involving train, tram, bus, coach, taxi and private car, cyclists and pedestrians. 

 

1.3       A planning application and listed building consent application to undertake the Masterplan proposals have been submitted to the City Council by Central Trains Limited. The proposals include extended pedestrian areas, a new southern concourse with retail space, new lifts and upgraded platforms, and a new multi-storey car park adjacent to the proposed tram stop. Mixed use development is proposed on the south side of the station.  The design of the NET alignment over the station will continue to be co-ordinated as a part of the Masterplan proposals, although the alignment has also been designed so that it can proceed  without the Masterplan proposals.

 

1.4       It is proposed to locate the tram stop above Nottingham Station with pedestrian links provided to the main station concourse, to street level at the south of the station and north along the new bridge to the site of the current Line One terminus, enabling the lift/stair facility down to Trent Street to be retained. It is anticipated that trams will cease to use the current Line One Station Street stop, with the next stop for northbound trams being a new tramstop introduced as part of the Broadmarsh shopping centre expansion.

 

1.5       Nottingham Station is a grade II* listed structure and a listed building consent will be required for the Phase 2 works. The whole complex sits centrally within the station conservation area and a Conservation Plan has been developed for the Station in conjunction with English Heritage, which identifies the principal architectural features and outlines policies to help ensure that the future development of the station can be undertaken in a sensitive and sympathetic manner that respects the original fabric and architecture of the buildings. Four conservation area consents are required for the Phase 2 works in the station conservation area. These are described later in the appendix.

 

1.6       In considering how the Station might accommodate NET, the design philosophy throughout the scheme development has been to minimise the amount of station fabric to be permanently removed.  This is mainly achieved  by the reuse of the original GCR bridge foundations at Station Street and beneath platform 4/5.  Extensive investigation  has confirmed that the original foundations have sufficient capacity  for the new bridge. Construction of the NET viaduct will require temporary removal and reinstatement of a section of the platforms 4/5 station buildings.

 

1.7       The design approach has also been to minimise the visual impact and produce a structure that complements the character of the listed station buildings and associated conservation area.   Various structural forms have been considered, but after extensive discussions with the Local Planning Authority and Network Rail, a half through truss bridge is proposed.  The key considerations in making this selection have been:

 

·                     bridge construction would be least disruptive to the railway and station operations by maximising off-site fabrication;

·                     from an aesthetic and heritage perspective the bridge is in keeping with historical railway infrastructure design but with a contemporary feel through the use tubular steel and glazed parapets;

·                     the slender bridge form with shallow depth of bridge deck below the NET tracks results in the least direct impact on the station buildings, providing the greatest clearance to the platform canopies; and

·                     the capital cost and associated construction costs are the least of the options considered.

 

1.8       The outline proposals for the architectural form of the bridge and the interchange tramstop have been presented to the Urban Design Forum in October 2006.  The forum welcomed the scheme and was very pleased with the proposals, including the potential for its relatively lightweight appearance to be enhanced by colour and lighting.  The Forum felt that the bridge and high level tram stop would give a great sense of arrival to the interchange. The environmental consultants, ERM, consider that once established, the proposals will have a positive impact on the townscape and visual amenity in the area.

 

1.9       The design development has progressed in close consultation with the key stakeholders, including Network Rail and the train and freight operating companies.  The engineering detail has been taken to Approval in Principle stage, with particular focus on constructability and to the development of an acceptable railway possession strategy, which has included the identification of temporary  alternative overnight train stabling facilities at Beeston Sidings. Temporary powers  will be sought for these facilities. .

 

1.10     Since Beeston Sidings fell out of use, a large and varied ecological resource has developed and the site has become important in biodiversity terms at the local level. In particular, species-rich vegetation and rough grassland will be lost as a result of the proposals. Due to the size of the area of habitat, its maturity and species-richness, the environmental consultants ERM consider its’ loss to be a significant impact in ecological terms, although the site has no amenity use in connection with the nature conservation purposes, and that the overall impact of Phase 2 is compatible with the Councils’ duties under s40 of the Natural Environment and Rural Communities Act 2006 to have regard to the purposes of conserving biodiversity in accordance with the Rio Convention . 

 

1.11     Formal acceptance of the design proposals is being sought from Network Rail and it is the intention that an agreement will be entered into before or during the TWA process, which will address the obligations and liabilities of the parties, recognising the highly developed detail of the proposals.

 

2.         Southside (Bridge ward)

 

2.1       The Southside Regeneration Zone is identified in the Nottingham Local Plan and aims to provide a gateway to the City Centre by maximising the development opportunities around the station and to the south. A draft Meadows and Southside Area Action Plan (AAP) is being developed by the City Council under the Local Development  Framework. The AAP is currently at Submission Draft stage (November 2006) and following an examination in Summer 2007 should be adopted in early 2008. The Southside is a transitional area between the city centre and the Meadows community. It is primarily industrial and commercial in nature, with some retail activity. Whilst some of the buildings in the area are of relatively good condition, many require maintenance or renovation and are largely unsuited to modern commercial use. Historically there has been very little residential development within the Southside however the situation is changing with the granting of planning permission for a number of residential led mixed-use schemes in the area. Existing planning guidance proposes further mixed use development for the future to ensure that the area captures the benefits of public/private investment and positively contributes to an expanded city centre.  Critical to the development of sites in close proximity to the NET alignment will be the contribution made to improve connectivity into and out of the Meadows and Southside area.

 

2.2       The proposed NET alignment operates through the Southside, with the station bridge structures descending to street level in the vicinity of Crocus Street. The Crocus Place industrial units, which are owned by the City Council, would need to be demolished to make way for the tramway. Two extensions to the west side of Station House would require removal. ERM consider that the extensions are of limited townscape value and could be removed without adversely affecting the integrity of the main building which does make a positive contribution to the character and appearance of the Station Conservation area.  Conservation Area Consents will be required for the demolitions. A Conservation Area Consent is also required for the removal of hoardings on Queens Road. 

 

2.3       The construction of the 2 x 55m span main bridge over Nottingham Station, together with the adjacent structures over Station Street and Queens Road, and the approach structure from Crocus Street, will be a considerable undertaking.  These works represent a most difficult and programme critical civil engineering challenge for NET Phase 2, with complex construction activities over a live railway and major station, providing a key risk to the success of the project.  Network Rail and the Train Operating Companies will require the works to be carried out with minimum disruption to their operations and, to achieve this, erection of the main bridge sections is likely to be carried out using a 1000t crane.  Once erected on site such a crane  will require substantial space to operate.

 

2.4       Significant areas of land will therefore be required adjacent to, and in close proximity of, the tram alignment to accommodate construction, including pre-assembly of the main truss units, plant and material storage, site office and messing facilities, parking and general access and circulation. Working areas will be required for the full duration of the construction programme and the availability of the requisite land will heavily influence the construction methodology and the efficiency with which the works may be undertaken.  Any limitation on land availability could present a major constraint to the construction of the works with significant timescale and cost implications. 

 

2.5       Other than land parcels directly affected by the tram alignment, securing land to facilitate construction will be difficult in what is a highly constrained city centre location. There is no obvious site to the north of the station, where it will be necessary to close Station Street temporarily for crane lifting of the north section of the bridge spanning Nottingham Station.  On the south side use of the existing car park is likely to be opposed by Network Rail and/or Central Trains (or their successor), and would cause significant access difficulties, with alternative parking provision required through park and ride and facilities needed close by for train operating staff. There is also the potential for the development of the existing car park as a new multi-storey car park which, although forming part of the Station Masterplan proposal, is expected to come forward as a commercial opportunity in the next two to three years. As noted above, planning applications for the Station Masterplan proposals have been submitted by Central Trains Limited. To the south of the station, the Picture Works  site on Queens Road is small and has planning permission for a mixed use  site, which is likely to be developed in advance of NET construction commencing in 2010. The Queens Point development to the immediate west of the NET viaduct also has planning permission (for office redevelopment) and is affected by the permanent footprint of the NET viaduct to a greater extent than that allowed for in its original planning consent. This site is included within the Limits for NET, but may also be developed (as a smaller site than that proposed within the original planning permission) prior to NET construction. 

 

2.6       Given the lack of available space and the constraints on the sites identified, it is considered necessary to include land currently occupied by 1a – 27 (odd) Arkwright Street as a potential construction site. The significant size of this site and its location relative to the tramway would provide considerably increased flexibility during the construction phase, and would guarantee for the contractor a reasonable size work site to plan, prepare and execute these major civil engineering works efficiently.  Importantly ERM consider that none of these buildings is of high townscape value and most are in very poor condition. Their removal would be entirely consistent with the AAP and to secure the wider development potential for the area. Although the land would only be required for the construction phase, permanent acquisition powers will be sought as it would be impractical to return the cleared site to existing landowners. Further consideration would need to be given to the use of the site following construction, in the context of the AAP.

 

2.7       Overall, it is considered necessary to maintain wide limits of deviation to the south of the station, including all identified sites, to ensure that sufficient land is available for the construction phase. This will allow full regard to be given to any development proposals which come forward in the period between the TWA application and the start of construction of NET Phase 2.

 

2.8       It is likely that a short period of night time works will be required to install the bridge and this will have a significant noise impact on adjacent properties to the north and south of the station.

 

2.9       1a Arkwright Street is within the Station Conservation Area and so a Conservation Area Consent would be required for the demolition of the property. It is proposed that noise barriers are provided on the NET structure to mitigate potential noise impacts on any retained property on Arkwright Street. 

 

2.10     Following a development competition, Lace Market Properties were  selected in 2006 by the City Council and Nottingham Regeneration Ltd as the preferred development partner for the Meadows Gateway, an area bounded by Arkwright Street, Sheriffs Way and Meadows Way. Detailed design development for a mixed use, commercially led scheme, is underway and planning application is expected by summer 2007. This site presents an opportunity for an imaginative development scheme which can lead the renaissance of the surrounding area and is a key proposal within the AAP. The site forms one of the true gateways into the city and achieving comprehensive development here will be key to delivering a successful city centre and regeneration in the Meadows and Southside. The key objectives for the site development are to:  

.

·                     Reconnect the Meadows with the city centre;

·                     Promote the area for inward investment;

·                     Improve key gateways; and

·                     Improve the public realm and character of the area.

 

2.11     From Crocus Street, the alignment has been co-ordinated with the Meadows Gateway development to maximise the overall prospects for the area and has been safeguarded within the draft AAP. Two business premises will need to be acquired. The alignment provides for a simplified highway arrangement, including straightforward junction arrangements between Arkwright Street and Meadows Way. The layout also fully accommodates a future connection to a possible NET Phase 3 extension towards West Bridgford and Gedling along Arkwright Walk.

 

2.12     To enable the alignment to be built without a retaining wall in front of approximately 10 residential properties on Meadows Way, it is necessary to acquire the vacant warehouse on the north side of the road, Victor House, which is in private ownership. Most of the land occupied by the warehouse is also required for the Meadows Gateway development, and further discussions will be required with Lace Market Properties to ensure co-ordination between the schemes. This alignment will avoid impacts on local residents and is consistent with the AAP objective to reconnect the Meadows and City Centre.

 

2.13     At the junction between Meadows Way and Sheriffs Way, to enable the tramway to safely pass along Meadows Way and maintain effective overall traffic movement, the existing through route between Sheriffs Way and Queens Road will be closed, adjacent to the Meadows Gateway development. There may be opportunities as part of the Meadows Gateway development (which includes closure of Crocus Street) to maintain access for southbound movements from Sheriffs Way to Meadows Way. 

 


 

APPENDIX 5

 

NET PHASE 2 – CHILWELL VIA THE QMC AND BEESTON ALIGNMENT DEVELOPMENT.

 

General comments

 

The text below summarises the main environmental impacts for the scheme as identified in the Environmental Statement (ES). In general terms, the ES is required to assess the worst case rather than the most likely scenario.

 

Environmental Consultants ERM has undertaken the townscape and visual impact assessment following the standard Landscape Institute/ Countryside Agency method. This tends to overstate the townscape impacts because, for example, it has to be assumed  that buildings that have to be demolished as part of the scheme will not be replaced, even when there is space to do so, unless the building replacement is part of the scheme. In practice, new development would be expected to take place. In general, sensitive landscaping proposals identified in the Urban Design Guide will be established to ensure a best fit for the tramway into the varied local environments along the routes.

 

The impacts identified in the text for townscape and visual impact below are those 15 years after the commencement of the operation and following, for example, the establishment of planting, settlement of earthworks and weathering of structures.

 

During the construction phase, there will be an impact on the setting, character and appearance of a number of listed buildings and conservation areas. However, a range of mitigation measures has been developed in the draft Code of Construction Practice (CoCP) which will minimise impacts on cultural heritage during the construction phase. There will also be construction noise impacts in a number of locations, in particular during enabling works and where demolitions are required. These will however mostly be of a short duration. 

 

It will be important to maintain appropriate electromagnetic capability along the route, and particularly at the QMC and University of Nottingham.

 

If NET Phase 2 does come into operation, parking will be   carefully monitored on residential roads close to tram stops and preventative action, such as residents parking schemes, will be introduced where appropriate and sought by residents.

 

THE ROUTE ALIGNMENT

 

1.         Meadows Way (Bridge Ward).

 

1.1       The alignment diverges from the Clifton route at the Sheriffs Way/ Meadows Way junction and operates along Meadows Way with other vehicles as far as the NG2 site.  A series of parking bays will replace on-street parking. Cyclists will remain on-street with other vehicles due to the low volumes of traffic although off-highway provision will be maintained adjacent to Wilford Road and extended in the vicinity of Meadows North tram stop. A number of trees will be lost along Meadows Way resulting in a slight to moderate adverse visual impact for some receptors, but substantial planting of replacement trees is proposed.

 

1.2       The Meadows North tram stop is located adjacent to Beardsley Gardens, ensuring that the tram remains accessible to residents on Meadows Way. It is proposed to mostly retain and extend or replace existing fences which separate Meadows Way from Waterway Street, Wilford Road and Queens Drive. The tramway will run past Meadows Police Station on Meadows Way and some land will be required from the front on the station to alter the footway and provide a police parking bay as a replacement for the existing on-street police parking facilities.

 

1.3       Two metre high garden fencing (subject to local agreement) will minimise noise impacts in the vicinity of Kingslake Place, Gritley Mews and Saffron Gardens. However, moderately significant noise increases would still be expected at first floor level of 20 properties in Gritley Mews and Saffron Gardens, although permanent impacts will be below sleep disturbance level and below statutory levels for insulation in accordance with the Noise Insulation Regulations.

 

         2.            NG2 site (Bridge Ward).

 

2.1       The tramway will cross over Queens Drive at the entrance to ng2 and operate through the site.   Vegetation will need to be removed at the junction with a moderate adverse impact on townscape although additional planting elsewhere on Meadows Way together with a new fence will be used to reinforce the natural barrier between Queens Road and Meadows Way. Consultants Mott MacDonald advise that the addition of the tram will result in some additional queuing in the morning peak period at the junction. The flow of traffic along Queens Drive will therefore need to be carefully managed by the Highway Authority.   

 

2.2       Discussions have been held with the Developer to minimise impacts on adjacent developments within NG2. The tram stop is central to the site allowing it to serve the developing area. A small number of offices within the site are predicted to experience moderately significant noise increases. Permanent noise impacts will however be below statutory levels for insulation in accordance with the Noise Insulation Regulations. The loss of recent planting in the central reserve within NG2 to accommodate the tram will result in a moderate adverse visual impact.

 

3.         Kings Meadow Nature Reserve and Lenton Lane Bridge (Bridge, Dunkirk and Lenton Wards).

 

3.1       Leaving the NG2 site, the alignment will cross an open area and the Midland Main Line before rejoining the highway on Lenton Lane.

 

3.2       The Chilwell via QMC and Beeston report in June 2004 approved a route alignment which impacted on the Kings Meadow Nature Reserve (which is leased by the City Council to Nottinghamshire Wildlife Trust) and crossed the Midland Main Line on the existing Lenton Lane road bridge.

 

3.3.      Following further work, a revised alignment is now proposed  with a new tram bridge constructed to the east of the existing bridge which links back into Lenton Lane adjacent to Easter Park. This has a number of  advantages including: avoiding the Kings Meadow Nature Reserve (although there will be significant impacts on the lower quality Wilford Power Station SINC), a segregated alignment, and a reduced cost, principally through avoiding expensive utility diversions.

 

3.4       The NET alignment affects parts of the Wilford Power Station SINC characterised by ubiquitous and species poor vegetation types, which contrast with more species rich vegetation types elsewhere in the SINC. ERM consider that the permanent loss will not be significant in view of the small proportion of the SINC lost (approximately 10%) and the type of habitat to be lost.

 

3.5       Significant, albeit temporary impacts are anticipated during the construction phase on the SINC although a higher quality of habitat and vegetation type will be provided compared to that lost where parts of the SINC are to be reinstated following the construction works. It is also proposed to improve the nature conservation value of an area to the east of the nature reserve. It is considered that, taken as a whole, this complies with the Councils’ new duties under s40 of the Natural Environment and Rural Communities Act 2006 to have regards to the purposes of conserving biodiversity in accordance with the Rio Convention. Discussions have been held with Nottinghamshire Wildlife Trust about extending their existing Kings Meadow lease to include the improved area. The Trust have some concerns about the proposal and further discussions will be held. 

 

3.6       There will be a loss of public open space in the area, and a small piece of open space land within the SINC will need to be acquired compulsorily as it has not been possible to identify the existing owner. Public open space that is compulsorily acquired