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