Item 3, Appendix 2

NET Extensions

Extensions to HS2 Hub, Long Eaton, East Midlands Airport and Derby

May 2016

Nottingham City Council

NET Extensions

364372 WTD MCH 001 P1

10 May 2016 Extensions to HS2 Hub, Long Eaton, East NET Extensions Midlands Airport and Derby Extensions to HS2 Hub, Long Eaton, East Midlands Airport and Derby May 2016

Nottingham City Council

Loxley House, Station Street, Nottingham, NG2 3NG

Mott MacDonald, Spring Bank House, 33 Stamford Street, Altrincham, WA14 1ES United Kingdom +44 (0)161 926 4000 +44 (0)161 926 4100 www.mottmac.com T F W

NET Extensions Extensions to HS2 Hub, Long Eaton, East Midlands Airport and Derby

Issue and revision record

Revision Date Originator Checker Approver Description P1 30 March 2016 D. Giam C. Gibson C. Gibson Draft issue for comments

P2 10 May 2016 D. Giam C. Gibson C. Gibson Second issue incorporating NET comments

Information class: Standard

This document is issued for the party which commissioned it We accept no responsibility for the consequences of this and for specific purposes connected with the above-captioned document being relied upon by any other party, or being used project only. It should not be relied upon by any other party or for any other purpose, or containing any error or omission used for any other purpose. which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

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Contents

Chapter Title Page

Executive Summary i

1 Introduction 1 1.1 General ______1 1.2 Structure of report______2

2 Major Planned Developments Around Potential Routes 3

3 Initial Option Identification and Options Sifting 10 3.1 Initial option identification ______10 3.2 Options Sifting ______10

4 Commentary on Stage 2 Route Options 13 4.1 Option assessment ______13 4.2 Short extension options ______13 4.3 Options to East Midlands Airport (EMA) and Donington Park ______29 4.4 Options to Derby ______55

5 Key Environmental issues 76 5.1 Introduction ______76 5.2 Methodology ______76 5.3 Limitations ______78 5.4 Results ______78 5.5 Risk assessment and option scoring ______90 5.6 Routes analysed in combination ______95 5.7 Chapter summary ______97

6 Park and Ride Sites 99 6.1 Park and ride facility west of M1 and north of Longmoor Road ______99 6.2 Park and ride facility west of M1 Junction 24A and north of A50 ______99 6.3 Park and ride facility south of Megaloughton Lane and A52 / A6005 roundabout ______100

7 High Level Traffic Assessment 101 7.1 Introduction ______101 7.2 ‘The Green’, Long Eaton ______101 7.3 Toton Lane, Nottingham ______105 7.4 M1 Junction 25 and Bostock’s Lane ______110 7.5 M1 Junction 24 ______112 7.6 Pride Park ______114 7.7 Derby bus station / The Cock Pitt ______119

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7.8 Park and ride sites ______120 7.9 Summary / Conclusions ______126

8 Geotechnical Hazard Identification and Risk Assessment 129 8.1 Introduction ______129 8.2 Geotechnical hazards ______129 8.3 Geoenvironmental hazards ______131

9 Cost Estimates 133 9.1 Cost estimates ______133 9.2 Assumptions and exclusions ______133

10 Operational issues 135 10.1 Runtime ______135 10.2 Operating service pattern ______137 10.3 Journey times ______140

11 Key Risks / Opportunities and Conclusions 142

Appendices 152 Appendix A. Route Alignment drawings ______153 Appendix B. Stage 1 Technical Note ______154 Appendix C. Long Eaton stop options Technical Note ______155 Appendix D. Environmental Constraints and Risk Mapping ______156 Appendix E. Geotechnical and Geo-environmental Hazard Plans ______157 Appendix F. Initial Environmental Risk Scoring ______158 Appendix G. Capital Cost Estimates ______159

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Executive Summary

Nottingham City Council (NCiC) commissioned Mott MacDonald to undertake a two-stage feasibility study for potential extensions of the NET Phase Two (NET2) tramway from Toton park and ride to a number of potential destinations, namely the HS2 East Midlands hub station, Long Eaton, a potential park and ride adjacent to the M1, East Midlands Airport (EMA) and Derby.

Stage 1 of the study considered a total of 20 options across three separate categories – short extension options, EMA extension options and Derby extension options. Consultations with various stakeholders were carried out at this stage (Derby City Council, East Midlands Airport, Roxhill Developments and Derbyshire County Council) to inform the consideration of initial options. At the end of Stage 1, 14 options were taken forward to Stage 2 and 6 options were parked from further study. Route selection at this stage was based largely on minimising runtimes and potential costs as well as being informed by an initial view on technical feasibility and complexity. The following figure shows all route options considered at Stage 1, with the dashed lines indicating parked options.

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Option 6B (iv)

Option 5

Option 6A

Option 2 Option 6B (i)

Option 3A

Option 3B

Option 3B (i)

Option 3C (ii)

Option 4

Stage 2 of the study presented in this report evaluates the 14 options in further detail including consideration of technical feasibility of proposed route alignments, key environmental issues, significant traffic impacts, high level geotechnical risks, costs and operational issues. There are two broad options to Derby – following either the A52 corridor (Option 6A), or largely following a former canal corridor (Option 6B i). Further sub-options are also considered in Derby city centre (Options 6B iii and 6B iv). For the routes to EMA, there are options in Long Eaton either to route alongside the HS2 East Midlands Hub station and then through the town centre (Option 3C), running alongside the HS2 railway to avoid Long Eaton town centre (Option 3F), or to cross HS2 immediately to the north of the Hub station and route through the northern and western parts of Long Eaton (Options 3A and 3B). Further to the south the options either approach EMA from the east

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alongside the M1 (Option 3C), or from the north and west through Castle Donington (Option 3C ii). There is then a further option for a short onward extension from EMA to serve Donington Park (Option 4).

This study has confirmed that there are feasible route options available with a range of issues, constraints and opportunities. All of these routes are largely segregated from other traffic with only limited lengths of on-street running, and therefore should provide a reliable level of service. Some of the key route alignment issues are summarised below:  HS2 East Midlands hub interface – The extension options to the Hub and onward to Long Eaton town centre and potentially beyond to EMA are likely to afford the best opportunity for development of a fully coordinated proposal for the Hub station with optimal interchange arrangements.  Route into Long Eaton centre and potentially beyond to EMA – this option would provide good penetration into the centre of Long Eaton, but with sensitive local issues including changes to the traffic arrangements and public realm at ‘The Green’ and the effects of a tram stop (particularly if it is a terminus rather than continuing to EMA) in Long Eaton town centre.  EMA extension – the route approaching EMA from the east (alongside the M1) is shorter and more direct than the option to the north and west, but has significant interface with the ‘East Midlands Gateway’ development and associated major highway works. There appears to be a sufficient corridor available to accommodate the tramway, but close coordination would be required with Highways England, Roxhill Developments and EMA to develop and confirm the route.  Derby extension – The route option following the A52 would be rapid and direct, but would require very significant highway widening works, land-take and modifications / reconstruction of existing structures to create a central segregated corridor along the A52 with significant disruption during construction. The alternative route following the former canal corridor would be slower and conflict with proposals to reinstate the canal, but would be considerably cheaper and provide much better penetration into local population centres.  Derby city centre. There are two broad corridors into the city centre, either north or south of the river. A route approaching from south of the river could

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potentially provide an attractive direct fixed link between Pride Park, the railway station, bus station and city centre. The route options have interfaces with planned flood protection works in the city centre that will require careful consideration.

Headline parameters and issues for each of the route options are given below.

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Approximate Option Origin - Terminus Route % journey time * Cost estimate ** Key route features length (km) segregation (mins) (£m) Short Extension Options Option 1 Toton P&R – HS2 Hub ‘Organic’ extension of NET system. Links Nottingham city with 1.6 75 4 79 HS2 Hub Option 2 Toton P&R – Long Eaton 3.0 72 8 105 Links Nottingham with HS2 Hub and Long Eaton town centre Option 5 Toton P&R – Potential Route largely along former canal corridor through residential P&R adjacent to M1 3.6 89 9 139 area, serving additional park and ride facility adjacent to M1 for NET and HS2 passengers Options to East Midlands Airport (EMA) / Donington Park Option 3A Toton P&R – EMA via Better penetration of residential areas east of M1 but does not 14.3 94 - - (via 1 & 5) Petersham Road serve Long Eaton or P&R site adjacent to M1 Option 3B Toton P&R – EMA via Links HS2 hub and Nottingham with additional park and ride (via 1 & 5 potential P&R adjacent to 14.3 93 - - site adjacent to M1 but offers poor penetration of residential then joins 3C) M1 areas east of M1 Option 3B (i) Toton P&R – EMA via More direct route compared to Option 3B (with fewer crossings (via 1 & 5 Church Wilne Water under M1) but has potentially significant and costly interface 14.4 95 28 - then joins 3C) Treatment Works with Church Wilne water treatment plant. Offers poorest penetration of residential areas east of M1 Option 3C Toton P&R – EMA via East Serves Long Eaton and offers good penetration of residential (via 1 & 2) Midlands Gateway areas. Potential complicated and costly interfaces with East 14.5 90 29 346 Midlands Gateway development, Highways England and EMA airport infrastructure Option 3C (ii) Toton P&R – EMA via Serves Long Eaton, Trent Lane industrial estate and Castle (via 1, 2 & Castle Donington 18.2 90 37 388 Donington. Offers good penetration of residential areas east of part 3C) M1 but longest route to EMA relative to other options Option 3F Toton P&R – EMA via Serves Long Eaton and Long Eaton railway station but avoids (via 1 & 2 Long Eaton railway station ‘The Green’ and Market Place. Runs adjacent to HS2 15.9 81 33 - then joins 3C) alignment and has the lowest level of segregation relative to other options Option 4 (via Toton P&R – Donington Serves Donington Park racing circuit 18.5 91 35 - 1, 2 & 3C) Park Options to Derby Option 6A Toton P&R – Derby via Shortest and quickest option to Derby but incurs significant (via 1) A52 15.8 95 22 682 structural and land-take costs. Highest level of segregation but poorest penetration of towns between Toton and Derby Option 6B (i) Toton P&R – Derby via Follows former Derby and Sandiacre Canal corridor route and 16.5 76 32 - (via 1 & 5) former canal corridor and serves most towns between Toton and Derby. Lowest level of

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Approximate Option Origin - Terminus Route % journey time * Cost estimate ** Key route features length (km) segregation (mins) (£m) Chequers Road segregation compared to other options. Reconstruction of Raynesway junction structures (4 existing bridges) required. Option 6B (iii) Toton P&R – Derby via Similar route to Option 6B (i) up to Wyvern Business Park. (via 1, 5 & former canal corridor and Serves iPro (Pride Park) stadium, Derby railway station and part 6B i) Derby railway station 16.8 90 - 402 Derby bus station. Difficult interface at Derby College where route may prove not to be feasible, but with alternative route available via Pride Parkway. Option 6B (iv) Toton P&R – Derby via Similar route to Option 6B (iii) up to Derwent Parade. Runs (via 1, 5, part former canal corridor and adjacent to River Derwent. Conflicts with flood defence 6B i and 6B adjacent to River Derwent 16.4 92 - - proposals. Proposed tramstops for iPro (Pride Park) stadium iii) and Derby railway station for this option located further compared to Option 6B (iii)

* Indicated journey times are approximate figures and are calculated based on the horizontal geometry of the track alignment, associated highway speed limits (where relevant) and a standard stop dwell time of 25 seconds. They take no account of delays due to traffic interface including delays at signal controlled junctions or any delays caused by traffic congestion along on-street running sections.

** The cost estimates presented are solely for construction work and materials. The estimates are at 2Q2016 prices and include allowances for a number of indirect costs to the contractor such as prelims (25%), traffic management (5%), design (10%), testing and commissioning (3%) and risk (5%). However the costs do not include for optimism bias, inflation or any Client and Sponsor costs.

It should be noted that other combinations of parts of routes could also be considered – eg. Option 3F could connect with Option 3C (ii) rather than Option 3C.

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Three potential park and ride locations are indicated and discussed in Section 6. The locations of these sites are typically in close vicinity to major trunk routes and could potentially attract vehicle users to use the tram for onward journeys towards the HS2 hub, EMA or Derby city centre.

Potential operating service patterns are discussed in Section 10 which includes commentary on existing depot facilities. The existing maintenance berths in Wilkinson Street depot may be sufficient to accommodate an expanded vehicle fleet but additional stabling capacity would be required for the EMA and Derby extensions which would operationally be best positioned on the Derby/EMA routes or towards the western end of the Toton line to minimise dead-running at the start and end of service.

As noted above, this study has confirmed a number of feasible route options with a range of environmental, engineering and traffic issues identified for these options. At this stage of scheme development, none of these issues has been of such significance as to lead to any particular route option to be definitively discounted. Should the extensions be progressed further, key further work will include consideration of patronage and economic / business case, with this work helping to inform further route option selection through identifying the sensitivities between speed of operation, stop locations/ penetration to local centres, and capital cost. Alongside this further more detailed discussions with major stakeholders would be required.

The key project and technical risks and opportunities identified within this study, together with recommendations for next steps to address these, are highlighted as follows:

Risk / Opportunity Possible impacts Suggested actions to mitigate Significant environmental issue Potential for significant environmental Progress environmental studies identified mitigation required including desktop and baseline surveys. Where necessary, amend route alignments to avoid or reduce interface with environmentally sensitive areas. Interface with HS2 and East Midlands Risk that sub-optimal arrangement is Continue to work closely with other Hub not yet fully defined derived. Also opportunity to influence stakeholders to develop a

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Risk / Opportunity Possible impacts Suggested actions to mitigate design of the overall Hub package to coordinated package of measures develop an exemplary solution Interfaces with residential and other Planning applications for new Continue more detailed discussions development sites developments progressed with limited to maximise opportunities for tram to allowance / safeguarding for NET serve (and be safeguarded through) extension development sites. Interface with major stakeholders Constraints on construction of tramway Continue more detailed consultation/ including East Midlands Airport (EMA) infrastructure – eg conflict with EMA discussion and Highways England operational and security requirements Operating pattern, patronage and Strength of business and economic Initial patronage / business case business case undefined case for extension uncertain. work, including consideration of Difficulties in securing funding. different scenarios in relation to tram operating patterns. Revisiting some of the earlier ‘parked’ options if further work builds a stronger case for them. Engineering including vertical Current design based on OS mapping Further design development against alignment proves more difficult than with assumptions on relative ground topographical survey information, expected levels. Detailed consideration results in particularly in areas identified as more complex / more costly / slower constraints. This would include the track alignment geometry numerous interfaces with existing structures and the new structure required over the HS2 & classic railways in Toton. Objection from major stakeholder Sustained opposition to scheme Further design development (utilising proposals, including through TWA topographical survey) to confirm process potential impacts on landowners and other stakeholders. Initial and more detailed discussions with stakeholders. Opportunity to improve the case for the Improved case for extension Potential to consider further extension proposition through further penetration eg further into Derby city expansion centre or linking to other parts of Derby to increase potential patronage

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1 Introduction

1.1 General

Nottingham City Council (NCiC) commissioned Mott MacDonald to undertake a feasibility study for potential extensions of the NET Phase Two (NET2) tramway from Toton park and ride to the following destinations:

 HS2 hub  Long Eaton  Potential park and ride site to the west of M1, south of A52  East Midlands Airport  Derby city centre

The potential route would extend westwards from the existing NET2 Toton park and ride terminus, across the Toton Lane junction, and head towards the proposed HS2 Hub via ‘Lime Rise’ development to the west of Toton Lane. Beyond the HS2 Hub, multiple extension options were considered to Long Eaton, a potential park and ride site to the south of A52, East Midlands Airport (options via Long Eaton, Roxhill ‘East Midlands Gateway’ development and Castle Donington) and Derby city centre (options via a former canal route, the A52 and A6005).

This study was carried out in 2 stages. Stage 1 included an inception meeting with NCiC to set the scope of study and collate all relevant information. Following this, all initial options were identified. Several meetings with major stakeholders were subsequently held to gather any input or comments which may influence the routes considered. Key constraints of all routes were identified and the merits of each option were assessed based on outline technical and operational feasibility, together with approximate runtimes. At the end of Stage 1, a number of options were ‘parked’ in agreement with NCiC. The remaining options were then brought into Stage 2 of the study. Stage 2 tasks included:

 Develop outline 2D alignments for route options confirmed at the end of Stage 1, with consideration given to available widths within existing corridors and basic vertical alignment issues  Identify all infrastructure requirements including structures and tramstops. Short commentaries will be provided on likely forms of structure and outline construction methodology  Highway and traffic interface with consideration given to existing and potential levels of congestion and implications on other highway users such as pedestrians, cyclists and service facilities for shops  Identify potential park and ride sites and potential access points  Undertake environmental constraints appraisal, outline risk assessment and scoring  Undertake initial geotechnical and geo-environmental risk assessment  Prepare initial high level capital cost estimate for selected options  Calculate tram runtime for selected options and identify any additional fleet requirement based existing service frequency to Toton park and ride  Comment on potential implications on operational viability and implications for existing depot  Prepare outline programme  Recommendations for next steps to develop the project

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1.2 Structure of report

The report is structured as follows:

 Section 2 – Major planned developments around potential routes, including HS2 proposals and Derby city centre flood defences  Section 3 – Initial option identification and options sifting  Section 4 – Commentary on Stage 2 route options  Section 5 – Key environmental issues  Section 6 – Park and ride sites  Section 7 – High level traffic assessment  Section 8 – Geotechnical hazard identification and risk assessment  Section 9 – Capital cost estimates  Section 10 – Operational issues including runtime  Section 11 – Conclusions, recommendations and risks

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2 Major Planned Developments Around Potential Routes

An initial exercise was undertaken to ascertain major developments in close vicinity of considered route options. This was carried out in order to identify and subsequently consult with the major stakeholders who could potentially affect the alignment of the proposed tramway routes. Following discussions with NCiC and information from online planning portals, the following developments were identified (all developments shown on ‘Routes Overview’ drawing MMD-364372-C-DR-SW-XX-0001).

HS2

Current publicly available information on the HS2 proposals1 show the route alignment following the existing heavy rail corridor through Long Eaton up to a point approximately 1km south of Long Eaton town centre where it heads west towards the Roxhill ‘East Midlands Gateway’ development. The East Midlands Interchange station is proposed to be where the current ‘Toton Sidings’ is situated. The entire area around ‘Toton Sidings’ which comprises numerous heavy rail lines and existing heavy rail maintenance facilities would possibly be rationalised and redeveloped as part of HS2 station proposals. Details of the HS2 route and precise location of the station are expected to be announced in Autumn 2016.

The HS2 alignment bridges over the M1 and A50 before descending into a tunnel just north of the proposed warehouses within the ‘East Midlands Gateway’ development. An indicative alignment is shown on the ‘Routes Overview’ drawing MMD-364372-C-DR-SW-XX-0001. The Option 3C tramway alignment would pass under the proposed HS2 bridge over the M1 and A50.

A recent report was published by Farrells2 which outlines the key objectives for the East Midlands Hub, including maximising the wider regional benefits of HS2. Under this report, the East Midlands station would serve as an iconic multimodal transport interchange, creating efficient connections with rail, bus and tram services and at the same time unlocking growth and job creation in the region. Figures 2.1 and 2.2 below are extracts from the report indicating potential rail alignment crossing scenarios at the station.

1 http://webarchive.nationalarchives.gov.uk/20141027142236/http://hs2.org.uk/phase-two/route-consultation/document- library?phase2_consultation=643 2 http://www.emcouncils.gov.uk/write/Final_Farrells_Report.pdf 3 364372/WTD/MCH/001/P1 10 May 2016

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Figure 2.1: Extract from Farrells report – Scenario 1 (single crossing of rail alignment)

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Figure 2.2: Extract from Farrells report – Scenario 2 (two crossings of rail alignment)

Lime Rise Development

The developer of this proposal has submitted an outline planning application which is currently pending consideration. The development proposal is on a site to the west of Toton Lane, within the borough of Broxtowe. The developer proposes a mixed-use development comprising a maximum of 500 dwellings, convenience store and retail outlets, education floor space, day nursery, health and care facilities and community use and recreational areas. Two accesses into the development from Toton Lane are proposed – one access directly opposite the Toton park and ride access road, forming a new arm to the current signalised junction, and the other access approximately 270m south. The proposed development indicates a route for the tramway, mainly on-street via the spine road. We provided comments to NCiC recently in relation to the safeguarding of a tramway extension in the outline application. In summary, we identified the following issues:

 No dimensions for the road layout within the development site are provided in the planning application documents, therefore we could not assess if the road is wide enough for an on-street tramway.

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Desirable carriageway width would be approximately 8m kerb to kerb to allow for a 700mm central hatch and a 0.5m offset between the highway and tramway centrelines.  Confirmation will be required that the zone allocated for the tram is free of statutory utilities and where they cross the tram they are of sufficient depth  The dotted line shown on drawing SP(90)23_A indicates the alignment of the proposed tramway leaving the highway as it is crossing a watercourse on a bridge structure. This may give rise to a complicated structural arrangement as the tram would be navigating 2 tight radii while crossing the watercourse on a bridge. The vertical alignment of carriageway in this area would also need to be considered carefully to suit the tram’s operational capabilities (max vertical gradient, max/min hog and sag curve radius, etc) so that major reconstruction is not required to build the tramway.  Visibility at both junctions where the tramway joins the shared on-street section (to be signalised when the tramway is introduced) may be constrained due to the tight bends in the vicinity of the junctions. The signalised layout incorporating the tram should be considered in detail to confirm that an acceptable arrangement can be provided without significant reconstruction  The route to the southwest of the site towards the HS2 hub is proposed to accommodate a tramway, a bus route and a shared footway/cycleway facility. More details would be required to assess if this corridor is wide enough to accommodate all of the above in an acceptable manner.  The tramway would operate on-street adjacent to the land reserved for a primary school. We would ask the developer to consider how traffic / parking around the school would be controlled, so that there is no conflict with the tramway.

Roxhill ‘East Midlands Gateway’ Development

The ‘East Midlands Gateway’ is a proposed Strategic Rail Freight Interchange (SRFI) on a site north of East Midlands Airport in Leicestershire. The site is being promoted by, and would be developed by Roxhill (Kegworth) Limited. Consent has been granted for the development in January 2016. As part of its proposals, ‘East Midlands Gateway’ would provide large-scale warehousing together with intermodal rail freight interchange. The proposal is expected to generate around 7,000 direct jobs once operational. The development includes significant highway works comprising the removal of the A50 roundabout adjacent to M1 Junction 24A, reconfiguration of the A50 carriageways between M1 Junctions 24 and 24A, remodelling of M1 Junctions 24 and 24A, construction of a new Kegworth by-pass link road and reconstruction of sections of Warren Lane and Main Street.

A meeting was held with Roxhill in December 2015 where details of their highway proposals were discussed. Information gathered in the meeting was used to refine the tramway alignment (Option 3C) proposed in the vicinity of the development.

Castle Donington Park Lane Development

This residential development is proposed on a site to the north and south of Park Lane, Castle Donington and has been granted outline permission by North West Leicestershire District Council. The development consists of up to 895 dwellings with associated highway works (including a new western relief road linking Back Lane with Hill Top), approximately 6ha of land for employment uses, a public house, a new primary school and new public recreation space. The main access into the development would be via the new relief

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road which is proposed as part of the scheme. The tramway (Option 3C ii) runs segregated along the western fringe of this development following the alignment of the new relief road.

Infinity Park Development

Infinity Park Derby is a 100-acre development currently being constructed near to Rolls-Royce’s civil aerospace site on land between Sinfin and Chellaston located to the south of Derby. The development aims to attract a number of high-tech companies to more than 1.5 million square feet of offices, warehousing and ancillary facilities. Once complete, the site could potentially generate 8,000 new jobs. One of the tramway options considered (Option 6D) serves this development before heading north into Derby city centre.

Derby Triangle Development

An outline planning application has been submitted for a development on a site located to the south of Wyvern Way, east of Derby city centre. The developer proposes a mixed-used employment development comprising commercial, warehousing, restaurants and retail units. Associated development includes site re-grading and flood alleviation works. Proposed access into the development would be via Wyvern Way. A number of route options considered into Derby city centre interface with this development (Options 6B i, ii, iii and iv)

A52 Wyvern Transport Improvements Scheme

This major road improvement scheme involves the realignment of A52 Wyvern junction, widening of both eastbound and westbound carriageways of the A52 between the Wyvern and Raynesway junctions, a replacement footbridge over the A52, widening of Wyvern Way to a dual carriageway, widening of Derwent Parade bridge, remodelling of existing roundabouts on Wyvern Way and all associated accommodation and earth works. New accesses into the Derby Triangle development would be provided as part of this scheme. Figure 2.1 below provides an outline of the scheme.

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Figure 2.3: Indicative outline of A52 Wyvern Transport Improvements Scheme

Modified Wyvern junction Widened A52 Existing westbound Wyvern Way / carriageway Derwent Parade roundabout converted to signal junction Raynesway junction

Widened Wyvern Way

A number of route options into Derby city centre (Options 6B i, ii, iii and iv) interface with this proposed scheme. The implications of the scheme on the proposed routes would be studied in more detail in Section 3.

A61 Improvements

A feasibility study is currently being carried out to consider improvements to the A61, which links the A52 and A38. The study will include potential improvements to the Pentagon island to provide better connectivity to the HS2 hub and relieving existing congestion. Although this scheme does not directly affect any options considered, the recommendation of the study should be carefully noted as any changes to the Pentagon island could have implications on some options.

Our City Our River5

This flood defence scheme proposed within Derby city centre involves raising existing defences and constructing new set-back defences along both banks of the River Derwent between the A38 at Breadsall and Derby Junction Railway Bridge, a length of approximately 4.6km. The scheme proposals include both the delivery of traditional ‘stand-alone’ flood defences and defences integrated into new developments. The scheme is currently proposed to be delivered in 3 packages. A number of route options considered into Derby city centre interface with the flood defence proposals, in particular Option 6B iv which proposes the tramway to run along the southern side of River Derwent.

5 https://eplanning.derby.gov.uk/online- applications/applicationDetails.do?activeTab=externalDocuments&keyVal=_DERBY_DCAPR_97815 8 364372/WTD/MCH/001/P1 10 May 2016

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East Midlands Airport (EMA)

EMA’s long term vision is to pursue a sustainable development / growth strategy which aims to increase from the current 4.5 million passengers to 10 million passengers and an increase in staff from 7000 to 15000. The location of a potential airport terminus is shown indicatively and would have to be agreed with EMA to ensure that the proposal suits any planned developments around the airport. The Option 3C tramway alignment would be within close proximity of the eastern extent of the airport runway. The implications of the proposed tramway in this area are considered in more detail in Section 3.

M1 Junctions 24 – 25 Smart Motorway

Consultation with Highways England confirmed that smart motorway proposals for M1 between junctions 24 and 25 are currently being developed. This is to be at least dual 4-lane (with hard shoulder running) but dual 5-lane is also under consideration. Highways England anticipate a decision in late 2016 or early 2017.

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3 Initial Option Identification and Options Sifting

3.1 Initial option identification

Stage 1 of the study has identified the following route options which are shown in the ‘Routes Overview’ drawing MMD-364372-C-DR-SW-XX-0001 in Appendix A:

Table 3.1: Initial route options Total route length Option Origin – Terminus from Toton P&R (km)

Short extension options

Option 1 Toton P&R – HS2 hub 1.6 Option 2 Toton P&R – Long Eaton 3.0 Option 5 Toton P&R – Potential P&R site adjacent to M1 Junction 25 3.5

Options to East Midlands Airport (EMA) / Donington Park

Option 3A Toton P&R – EMA via former canal corridor and Wilsthorpe Meadows 14.3 Option 3B Toton P&R – EMA via potential P&R site adjacent to M1 Junction 25 14.1 Option 3B (i) Toton P&R – EMA via potential P&R site adjacent to M1 Junction 25 and 14.1 Church Wilne water treatment plant Option 3C Toton P&R – EMA via Long Eaton 14.2 Option 3C (i) Toton P&R – EMA via Long Eaton and East Midlands Gateway development 18.9 Option 3C (ii) Toton P&R – EMA via Long Eaton and Castle Donington 18.4 Option 3D Toton P&R – EMA via Long Eaton and Long Eaton railway station 14.5 Option 3E Toton P&R – EMA via Long Eaton and Draycott Road 14.5 Option 3F Toton P&R – EMA via Long Eaton railway station and Draycott Road 15.9 Option 4 Toton P&R – Donington Park via Long Eaton 18.5

Options to Derby

Option 6A Toton P&R – Derby via A52 15.7 Option 6B (i) Toton P&R – Derby via former canal corridor and Chequers Road 16.6 Option 6B (ii) Toton P&R – Derby via former canal corridor and Ashlyn Road 16.6 Option 6B (iii) Toton P&R – Derby via former canal corridor and Pride Park 16.8 Option 6B (iv) Toton P&R – Derby via former canal corridor and adjacent to River Derwent 16.4 Option 6C Toton P&R – Derby via A6005 17.7 Option 6D Toton P&R – Derby via Infinity Park 24.1

3.2 Options Sifting

In the technical note produced for Stage 1 of the study, included within Appendix B, a number of options were ‘parked’ from further study. The options that were ‘parked’ are listed in the table below together with the rationales underpinning the decision.

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Table 3.2: ‘Parked’ options Option Origin – Terminus Comments / Rationale Option 3C (i) Toton P&R – EMA via Long Eaton This route is proposed to run on-street along an internal road within and East Midlands Gateway the East Midlands Gateway development. Following discussions development with Roxhill Developments, it was decided that the alignment would be highly complex and challenging (in particular the vertical alignment and site security issues) due to the various level differences that had been designed within the site. In addition, a preliminary runtime assessment suggests a 30 minute* journey to the airport resulting in it being less favourable to the more direct Option 3C. Option 3D Toton P&R – EMA via Long Eaton This route is proposed to run segregated adjacent to Tamworth and Long Eaton railway station Road and the canal before turning right at the Long Eaton railway station to follow the railway corridor in a westerly direction. As the existing railway embankment is already in close proximity to adjacent properties, introducing a further tramway on the same corridor would require significant land acquisition and potentially inflate scheme costs. This makes the option less favourable compared to other options. Option 3E Toton P&R – EMA via Long Eaton This route is proposed to run on-street along Tamworth Road and and Draycott Road Draycott Road before turning left to re-join Option 3C near the M1. This option is considered less favourable compared to other options due to a significant length of the route being on-street, which could result in increased capital cost and unreliable runtimes. Option 6B (ii) Toton P&R – Derby via former This route follows Option 6B (i) within Derby before turning left on canal corridor and Ashlyn Road, Ashlyn Road. A new structure would be required at the end of Derby Ashlyn Road to cross the railway before turning right onto Meadow Road and re-joining Option 6B (i). This option is considered less favourable due to significant land-take and demolition required to accommodate a new structure over the railway. This route also does not provide distinguishable benefits over Options 6B (i). Option 6C Toton P&R – Derby via A6005 This route turns right at ‘The Green’ roundabout in Long Eaton to proceed on-street along the A6005 in a westerly direction towards Derby. This option is considered less favourable due to the significant length of on-street shared running with general traffic leading to greater level of construction complexity and cost. Although preliminary runtime assessment shows a comparable runtime with the other options, the A6005 currently experiences congestion in multiple sections at peak hours and therefore could result in considerable variability in tram journey times. Option 6D Toton P&R – Derby via Infinity This route follows the former canal corridor to Borrowash before Park turning south and east towards Elvaston and the Infinity Park development. The route then heads north towards Derby city centre following the A514 Osmaston Road corridor. Although this route serves the Infinity Park development and other employment zones to the south of Derby, it is considered unfavourable due to the significant length of the tramway (in excess of 24km) which results in a high runtime and capital cost. A preliminary runtime assessment suggests a 51 minute* journey from Toton park and ride to Derby city centre.

* The estimated runtimes are calculated based only on the horizontal geometry of the track alignment, associated highway speed limits (where relevant) and a standard stop dwell time of 25 seconds. They take no account of delays due to traffic interface including delays at signal controlled junctions or any delays caused by traffic congestion along on-street running sections.

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It should be noted that the route options in Table 3.2 have been selected based largely on minimising runtimes and potential costs as well as an initial view on technical complexity and feasibility. The optimum balance between journey time, cost and patronage in supporting the case for these routes is not yet fully understood; once this information is available then the selection of initial routes outlined above should be ratified and if necessary ‘parked’ options reconsidered.

The remaining options are considered in further detail in subsequent sections of this report.

Addition of Option 3F

Following a meeting with Erewash Borough Council post Stage 1, a further route was identified via the east of Long Eaton following the HS2 corridor and Fields Farm Road before re-joining Option 3C just south of Draycott Road. This option avoids ‘The Green’ and serves Long Eaton railway station but has a longer on- street running section along Fields Farm Road, Tamworth Road and Draycott Road. This was taken forward to Stage 2. More detailed commentary on this route alignment is included in Section 4.3.6.

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4 Commentary on Stage 2 Route Options

4.1 Option assessment

This report section will consist of 3 distinct sub-sections providing commentary on the various extensions to the HS2 hub, Long Eaton town centre, East Midlands Airport (EMA) and Derby city centre. The ‘Short Extension Options’ sub-section will comprise extensions to the HS2 hub, Long Eaton and the potential park and ride site while the EMA and Derby sub-sections will cover all considered options to EMA and Derby city centre respectively. The following table provides a summary of all Stage 2 options.

Table 4.1: Summary of Stage 2 routes Extensions Options Origin – Terminus Short extensions Option 1 Toton P&R – HS2 Hub Option 2 Toton P&R – Long Eaton via Option 1 Option 5 Toton P&R – Potential P&R adjacent to M1, via part of Option 1 East Midlands Airport (EMA) / Option 3A Toton P&R – EMA via Options 1, 5, 3A & part Option 3C Donington Park extensions Option 3B Toton P&R – EMA via Options 1, 5, 3B & part Option 3C Option 3B (i) Toton P&R – EMA via Option 1, 5, part 3B, 3B(i) & part 3C Option 3C Toton P&R – EMA via Option 1, 2 & 3C Option 3C (ii) Toton P&R – EMA via Option 1, 2, part 3C and 3C(ii) Option 4 Toton P&R – Donington Park via Option 1, 2, 3C & 4 Derby extensions Option 6A Toton P&R – Derby via Option 1, 6A & part 6B (i) Option 6B (i) Toton P&R – Derby via Option 1, 5, 6B(i) Option 6B (iii) Toton P&R – Derby via Option 1, 5, part 6B(i) & 6B(iii) Option 6B (iv) Toton P&R – Derby via Option 1, 5, part 6B (i), part 6B(iii), 6B(iv)

The following provides a commentary for all route options agreed for consideration against the following headings:

 Tramway alignment  Tramstops  Structures  Summary of key issues / constraints

4.2 Short extension options

As listed in Table 4.1, short extension options include the following:

 Option 1 – terminates at the HS2 hub  Option 2 – terminates in Long Eaton  Option 5 – terminates in a potential park and ride site west of the M1, south of A52

4.2.1 Option 1 – Toton park and ride to HS2 Hub

Drawing numbers MMD-364372-C-DR-HS2-XX-0101 to 0103

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4.2.1.1 Tramway alignment

A common section for all route options would run from Toton park and ride towards the ‘Lime Rise’ development located on the west of Toton Lane via a new signalised tramway crossing of Toton Lane. The tramway crossing would have to be integrated into the existing park and ride signalised junction constructed as part of NET Phase Two. The implications of introducing a new tram phase to the existing junction are considered in Section 7. The following image shows the potential tramway alignment through the current junction arrangement with the NET Phase Two park and ride access.

Figure 4.1: Toton Lane / Park and ride access junction

Indicative tram alignment Extension from across junction Toton P&R stop

NET Phase Two Toton P&R signalised access junction

After crossing Toton Lane, the proposed route proceeds into a landscaped area within ‘Lime Rise’ development before joining the proposed spine road via a set of new traffic signals. The proposed tramway would then run on-street for approximately 400m before crossing a watercourse on a new structure and leaving the highway via another set of new traffic signals onto a segregated corridor shared with pedestrian, cycle and potentially bus facilities. The vertical profile of the highway in this area should also be designed to take into account the tram’s operational capabilities so that major reconstruction is not necessary to build the tramway. The figure below is an extract from drawing MMD-364372-C-DR-HS2-XX- 0102 and shows the tramway alignment in this area.

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Figure 4.2: Tramway alignment within ‘Lime Rise’ development

Indicative tram alignment

As discussed in Section 2, key interface issues with the development include:

 No dimensions for the road layout within the development site are provided in the planning application documents, therefore we could not assess if the road is wide enough for an on-street tramway. Desirable carriageway width would be approximately 8m kerb to kerb to allow for a 700mm central hatch and a 0.5m offset between the highway and tramway centrelines.  Confirmation will be required that the zone allocated for the tram is free of statutory utilities and where they cross the tram they are of sufficient depth  The dotted line shown on drawing SP(90)23_A indicates the alignment of the proposed tramway leaving the highway as it is crossing a watercourse on a bridge structure. This may give rise to a complicated structural arrangement as the tram would be navigating 2 tight radii while crossing the watercourse on a bridge. The vertical alignment of carriageway in this area would also need to be considered carefully to suit the tram’s operational capabilities (max vertical gradient, max/min hog and sag curve radius, etc) so that major reconstruction is not required to build the tramway.  Visibility at both junctions where the tramway joins the shared on-street section (to be signalised when the tramway is introduced) may be constrained due to the tight bends in the vicinity of the junctions. The signalised layout incorporating the tram should be considered in detail to confirm that an acceptable arrangement can be provided without significant reconstruction  The route to the southwest of the site towards the HS2 hub is proposed to accommodate a tramway, a bus route and a shared footway/cycleway facility. More details would be required to assess if this corridor is wide enough to accommodate all of the above in an acceptable manner.  The tramway would operate on-street adjacent to the land reserved for a primary school. We would ask the developer to consider how traffic / parking around the school would be controlled, so that there is no conflict with the tramway

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Continuing from the south-western extent of the ‘Lime Rise’ development, the proposed tramway proceeds to cross ‘Toton Sidings’, an expanse of heavy rail tracks with associated depot and maintenance facilities, on a new structure above the proposed HS2 hub location. It is noted that the existing levels of the ‘Lime Rise’ development site falls from an east to west direction i.e., the site is at the highest level on its Toton Lane boundary and is lowest on the railway side. This topography is favourable for the proposed structure over the HS2 railway as it could potentially result in a shorter approach ramp and lead to a less complicated and expensive structure. The location of this structure would tie in with the proposals indicated in ‘Scenario 1’ of the Farrells report6. This proposed structure would accommodate a bus and tramway route and also pedestrians and cyclist facilities. After crossing the railway lines, this option travels approximately 300m in a southerly direction before terminating on the western side of ‘Toton Sidings’. The figure below illustrates ’Scenario 1’ of the Farrell’s report.

Figure 4.3: Extract from Farrells report – Scenario 1 (single crossing of rail alignment)

An alternative track alignment is shown in drawing MMD-364372-C-DR-HS2-XX-0103 (shown with red track centrelines). This has been developed in conjunction with ‘Scenario 2’ of the Farrells report4 which

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shows 2 heavy rail crossings to the north and south of the proposed HS2 hub location. As quoted in the Farrells report, this scenario proposes to “separate the challenges to connect to the HS2 station hub to Long Eaton and Longmoor Road while avoiding the wider section of Toton Sidings”. The public transport, pedestrians and cyclists link to Long Eaton would head south through the ‘East Yard / Banks Road’ site to cross the heavy rail alignment further south completely clear of Toton Sidings while connectivity to Longmoor Road and onwards would be provided through a second crossing located north of the station. The figure below illustrates ’Scenario 2’ of the Farrell’s report.

Figure 4.4: Extract from Farrells report – Scenario 2 (two crossings of rail alignment)

The potential tramstop location is indicated on the eastern side of the railway for this alignment. If the NET extension terminates at the HS2 hub, this alternative alignment results in a simpler NET arrangement without having to cross the railway. In the event that the tramway is further extended southwards (towards Long Eaton and EMA), the southern crossing would be used for the tramway to cross the railway. However if the tramway is to be extended westwards (towards Derby), it is likely that some services (such as services to/from Derby) would have to turn around at the HS2 hub stop unless an additional stop to the north of the HS2 station is provided.

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As explained in Section 2, we understand that the HS2 route and station proposals are currently being further developed, with an announcement expected later in 2016. At this stage, it is not possible to comment definitively on a preferred route for the tramway alignment or on the engineering, operational and cost implications. Significant further joint development work will be required to optimise the access and interchange arrangements.

4.2.1.2 Tramstops

2 potential tramstop locations have been shown on the alignment drawings for Option 1. These include:

 Tramstop within the ‘Lime Rise’ development  Tramstop (terminus) for the HS2 interchange on the western / eastern side of ‘Toton Sidings’

An indicative tramstop location has been shown within the ‘Lime Rise’ development, drawing MMD- 364372-C-DR-HS2-XX-0102. The exact location of the stop and how it would fit in with the proposed bus route and shared footway / cycleway facility along the safeguarded corridor towards the HS2 hub would have to be determined once more detailed plans of the ‘Lime Rise’ development and the HS2 highway access from the A52 is available.

For the purpose of this study, two different locations are assumed for the HS2 hub tramstop for the potential extensions to East Midlands Airport (EMA) and Derby considered in later chapters of this report. In the considered EMA extensions via Long Eaton, the stop is positioned to the east or west of ‘Toton Sidings’ (depending on which scenario in Farrells report is implemented) whereas in Derby extensions and also EMA extensions via north Long Eaton, the stop is positioned on the structure above ‘Toton Sidings’. The figures below illustrate the different locations.

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Figure 4.5: HS2 stop for EMA extensions via Long Figure 4.6: HS2 stop for Derby extensions and EMA Eaton extensions via north Long Eaton

Figure 4.4 shows the HS2 stop on the eastern / western side of the railway while Figure 4.5 shows the HS2 stop on the structure over the railway. The stop location shown in Figure 4.5 is suitable for both extensions but may not be optimally positioned with respect to the HS2 station – there may be a long walking distance between the tramstop and the East Midlands Hub train station entrance. The stop location shown in Figure 4.4 is suitable for the EMA extension via Long Eaton but for services from Derby towards Toton / Nottingham, trams would need to turn around at the stop. Alternatively provision of two stops serving HS2 could be considered but this would need to be supported by clear wayfinding signage and possibly regular audio announcements to prevent confusion. The development plans of the HS2 station should take into account the tram proposals including stop location in order to derive a fully integrated optimum solution.

4.2.1.3 Structures

The following new structures have been identified for Option 1:

 Structure over watercourse in ‘Lime Rise’ development (refer to Section 4.2.1.1 for potential complexities of structure)

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 Structure over HS2 railway and ‘Toton Sidings’ (refer to Section 4.2.1.1 for potential scenarios for heavy rail crossings)

4.2.1.4 Summary of key route issues / constraints

The key issues / constraints for Option 1 include:

 Potentially difficult tramway alignment within ‘Lime Rise’ development as the tramway navigates back to back curves while simultaneously crossing a watercourse on a structure – developer should consider providing a more direct route for the tramway as this would reduce potential ‘wheel squeal’ generated by trams and reduce highway visibility issues.  Uncertainty over structure across ‘Toton Sidings’ and the layout of HS2 infrastructure – final tramway alignment and positioning of tramstop would be heavily influenced by HS2 proposals

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4.2.2 Option 2 – HS2 Hub to Long Eaton

Drawing numbers MMD-364372-C-DR-LEA-XX-0201 to 0203

4.2.2.1 Tramway alignment

Option 2 continues from the end of Option 1 towards Long Eaton. The alignment would roughly follow a former railway corridor and reuse a former railway bridge over River Erewash. It would subsequently proceed towards the northern end of Midland Street where it would then join and run on-street along Midland Street on the western side of Asda superstore. There may be some limited land-take required along Midland Street to accommodate the tramway. In addition, it is also noted that there is a level difference between Midland Street and the adjacent car park (near Erewash Borough Council offices) currently being retained by a low retaining structure. This structure would have to be reconstructed as a result of the highway widening works.

At the southern end of Midland Street, ‘The Green’ roundabout, indicated in photo below would need to be signalised to allow for a new tramway crossing to Market Place. A number of potential junction arrangements with different impacts on existing traffic have been considered for ‘The Green’ roundabout. These options are discussed in more detail in Section 7 of this report.

Photo 4.1: ‘The Green’ roundabout

Midland Street

The Green

Indicative tramway alignment

After crossing ‘The Green’, the alignment continues on-street along Market Place southwards towards the Long Eaton town centre square. The existing road width of Market Place appears to be adequate to accommodate an on-street tramway. The photo below shows the existing square:

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Photo 4.2: Long Eaton town centre square

Alternative tramway alignment

Following a meeting with Erewash Borough Council, an alternative alignment to Long Eaton was discussed. This alternative route is shown on drawings MMD-364372-C-DR-LEA-XX-0202 and 0203 and diverges from Option 2 prior to Midland Street, heading in an easterly direction towards the railway lines. The route would travel in between the Asda superstore and the railway lines heading south towards Long Eaton. The proposed tramway would pass under the existing A6005 Nottingham road bridge structure, therefore potential modifications would be required to the structure to accommodate the tramway. After passing under the A6005 bridge, the alignment would travel on the eastern side of Tesco superstore before terminating in the Trinity Methodist Church area. Subject to further work, the tramway could turn west and terminate close to the rear of the Market Place.

This alternative route option proposes the tramway to run alongside the heavy rail lines and therefore the alignment would be highly dependent on final HS2 proposals. Significant land-take may be required to construct the tramway corridor adjacent to the heavy rail tracks.

4.2.2.2 Tramstops

2 potential tramstop locations have been shown on the alignment drawings for Option 2. These include:

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 Tramstop at the northern end of Midland Street  Tramstop / Terminus in Long Eaton

A number of tramstop arrangements have been considered in Long Eaton which include:

 Side platforms terminus within Long Eaton square  Island platform terminus within Long Eaton square  Side platforms terminus within Lawrence Street car park  Side platforms on-street tramstop, with onward route towards EMA  Island platform on-street tramstop, with onward route towards EMA

The above tramstop arrangements and their implications on the Long Eaton square have been considered in detail and reported on a technical note titled ‘HS2 extension – Long Eaton tramstop options’ included in Appendix C.

In summary, the technical note highlights that the terminus options within Long Eaton square would significantly reduce available square space. The platforms would also be in close vicinity to existing shop fronts, potentially restricting pedestrian movements. It also notes that the siting of track switches and crossings (required for the operation of a terminus) in a pedestrianised area may present a safety hazard, although there are examples of a similar arrangement in other town centres in the country.

An alternative scenario considered is to locate the terminus within Lawrence Street car park to the west of Market Place. This route alignment would require the demolition of 2 shops to provide a through route into the car park from Market Place. This would have a relatively small impact on car park capacity, and would not directly affect Long Eaton Square.

Should the route continue onward from Long Eaton square to the south (i.e. Option 3C), then other more compact tramstop arrangements would be possible adjacent to the Market Place as the layout would not need to accommodate tram turn-back movements.

4.2.2.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 2:

 New retaining structure along Midland Street and adjacent car park to replace existing structure  Potential strengthening of existing disused bridge structure over River Erewash – it appears that the existing width of the bridge is adequate for a double-track tramway. More detailed survey and assessment would be required to ascertain whether the existing structure is suitable to carry the tramway.

4.2.2.4 Summary of key issues / constraints

The key issues / constraints for Option 2 include:

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 New tramway crossing of ‘The Green’ roundabout – options of potential layouts are discussed in more detail in Section 7. This junction already experiences congestion at peak hours and traffic conditions would be exacerbated by the introduction of a tramway. In addition, it is understood that this roundabout is historically significant and its proposed removal may potentially result in objections from local residents  Positioning of terminus within Long Eaton square – the terminus platforms within Long Eaton square take up a significant proportion of the pedestrianised area of the square. Also, the switches and crossings required for efficient operation of the terminus may pose a safety risk in an area of high pedestrian activity. An alternative terminus location has been indicated in Lawrence Street car park would be preferable but would require demolition of two existing buildings.

4.2.3 Option 5 – HS2 Hub to potential park and ride site adjacent to M1

Drawing numbers MMD-364372-C-DR-DER-XX-0401 to 0405

4.2.3.1 Tramway alignment

Option 5 diverges from Option 2 on the structure over ‘Toton Sidings’ and continues in a north-westerly direction towards the M1 motorway. The proposed route turns right to head north after crossing the railway tracks. It crosses River Erewash and the canal on new structures onto an allotment site and then turns to run south-westwards to proceed towards the former canal corridor around the back of the properties on Welbeck Road. The allotment site would have to be acquired / partially acquired to accommodate the tramway. The photo below shows the location where the tramway is proposed to cross the canal and the allotment site beyond the canal.

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Photo 4.3: Location of proposed tramway crossing over canal and allotment site

The tramway alignment would then follow a former canal corridor (Derby and Sandiacre canal) towards Longmoor Road. The former canal corridor measures approximately 14 – 15m wide and has been converted into a footpath in most sections. The width of this corridor would fit a dual-track tramway with a footway / cycleway facility running alongside but would not be sufficient to accommodate a restored canal alongside. The photo below shows a typical existing cross section.

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Photo 4.4: Typical existing cross section of former canal corridor

At Longmoor Road, there is an existing highway structure that crosses the path along the former canal corridor. The photo below shows the existing structure.

Photo 4.5: Longmoor Road structure over canal path

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The height clearance and width of the existing structure are inadequate to accommodate a tramway. In order to retain grade separation between the tramway and highway, major works would be required to reconstruct the bridge structure. Alternatively the existing structure could be demolished and a section of Longmoor Road reconstructed to allow the tramway to cross Longmoor Road at-grade via a new signalised crossing.

After crossing Longmoor Road, the alignment continues along the former canal corridor in a southerly direction. New at-grade tramway crossings of Springfield Avenue and Bostock’s Lane would be required. Beyond Bostock’s Lane, the proposed route travels along the northern fringe of the park located south of Best Western Hotel to head towards Longmoor Lane. Upon reaching Longmoor Lane, the tramway turns right to travel under the existing M1 bridge structure. The photo below shows the existing structure.

Photo 4.6: Existing M1 bridge over Longmoor Lane

The existing height clearance of the structure appears to be approximately 5.5m which is adequate to accommodate the tramway and its associated overhead equipment although more detailed surveys would be required to confirm. The tramway could either run on carriageway with other traffic which would avoid the need for significant works to the existing bridge structure (subject to detailed consideration of OLE arrangement and clearances above highway traffic), or could run segregated to the north of the existing carriageway requiring reconstruction of the existing bridge. Alternatively there may potentially be scope to create a new separate structure to the north of Longmoor Lane for the tramway to pass under the M1, although this would have significant cost and constraint issues.

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The tramway would then turn right and subsequently terminate in the proposed park and ride site adjacent to M1.

4.2.3.2 Tramstops

3 potential tramstop locations have been shown on the alignment drawings for Option 5. These include:

 Tramstop on (or in the vicinity of) the structure over the HS2 hub  Tramstop adjacent to Springfield Avenue to serve residential area to the north-west of Long Eaton, between the heavy rail line and M1  Tramstop at the potential park and ride side adjacent to M1 (refer to Section 6 for details of park and ride)

Unlike the HS2 stop location in Option 1, the potential stop for the HS2 hub for Option 5 is shown to be on (or in the vicinity of) the bridge structure over the railway, which is further away from the main HS2 station. This may result in a longer walking distance for passengers wishing to interchange between train and trams.

4.2.3.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 5:

 New structure over ‘Toton Sidings’  New structure over River Erewash and the adjacent canal  Modifications to existing M1 bridge structure over Longmoor Lane

4.2.3.4 Summary of key route issues / constraints

The key issues / constraints for Option 5 include:

 Uncertainty over structure across ‘Toton Sidings’ and the layout of HS2 infrastructure – similar to Option 1, the final tramway alignment and positioning of tramstop for this option will need to be further developed in conjunction with the proposals for HS2 and the overall proposals for access to and interchange with the HS2 station for all modes  Potential modifications of M1 bridge structure over Longmoor Lane  Incompatibility of the canal restoration with the tramway extension. This is likely to give rise to objections from ‘canal restoration’ group as outline permission has been granted for partial restoration of the canal  Demolition or reconstruction of existing Longmoor Road bridge

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4.3 Options to East Midlands Airport (EMA) and Donington Park

A total of 5 route options to EMA and 1 route option to Donington Park have been brought forward to Stage 2 of the study. These include:

 Option 3A via north Long Eaton (Petersham Road)  Option 3B via potential park and ride site adjacent to M1, re-joining Option 3C at Draycott Road  Option 3B (i) via Church Wilne water treatment works  Option 3C via West Park  Option 3C (ii) via Castle Donington  Option 4 to Donington Park

4.3.1 Option 3A – Route to EMA via north Long Eaton (Petersham Road)

Drawing numbers MMD-364372-C-DR-EMA-XX-0329 to 0332

4.3.1.1 Tramway alignment

This proposed route alignment diverges from Option 5 at the Longmoor Road / Longmoor Lane junction to head south via Petersham Road. The existing Petersham Road arrangement comprises two separate carriageways for an approximately 530m length between Longmoor Lane and Bracken Road. The western carriageway is the B6002 which connects Longmoor Road with Wilsthorpe Road. The eastern carriageway is a narrower road for local access to properties along Petersham Road. Both carriageways are separated by a wide island (typically 9m wide). The photo below shows the existing arrangement.

Photo 4.7: Existing Petersham Road arrangement

Indicative tramway alignment

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The tramway is proposed to run segregated in the centre of both Petersham Road carriageways up to the Bracken Road junction. This would potentially require reconfiguration of the existing highway layout where the B6002 Petersham Road is realigned marginally to the west to create a central tramway corridor of sufficient width to accommodate dual tramway tracks and footways on either side. Alternatively, the northbound and southbound tramway tracks could be separated to run on either side of B6002 Petersham Road along this section. The northbound track would run on the western verge of Petersham Road while the southbound track would run on the existing island.

The proposed route would proceed along the eastern side of Petersham Road after crossing Bracken Road via a new signalised at-grade crossing. The tramway would be travelling on the edge of the grounds of Brackenfield School with land-take required. The total land-take required (approximately 3500m2) could be reduced by realigning a section of Petersham Road (from Bracken Road junction to Derby Road roundabout) to make use of the grass verge on the western side of Petersham Road. Alternatively, an on- street tramway along this section of Petersham Road could also be considered. The figure below indicates potential realignment of Petersham Road with a segregated tramway to the east.

Figure 4.7: Potential realignment of Petersham Road

Indicative tramway alignment

Potential realignment of Petersham Road

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At the Petersham Road / Wilsthorpe Road roundabout, the proposed tramway would join the highway via a reconfiguration of the existing junction. The existing roundabout would be removed and replaced with a signalised junction, depending on more detailed traffic assessment. The proposed route would then run on- street along Wilsthorpe Road for an approximately 300m section before turning west prior to Golden Brook heading towards the M1. The alignment would pass through the back of properties along Paddocks View, The Watermeadows, The Chestnuts and Eaton Grange Drive. A length of Golden Brook (approximately 200m) would need to be culverted to accommodate the tramway along this section.

Upon reaching the M1, the proposed alignment would turn south to follow the M1 corridor. An existing footpath along this corridor would be realigned to run alongside the proposed tramway. The proposed route would continue in a southerly direction where it would then re-join Option 3C. It appears that the width of this corridor is adequate to accommodate an off-street tramway and a shared footway / cycleway facility running alongside.

4.3.1.2 Tramstops

2 no. tramstop locations have been indicated for Option 3A from the Petersham Road junction. Potential locations include:

 Tramstop adjacent to Petersham Road within the compound of Brackenfield School and Wilsthorpe Community School  Tramstop to east of M1, near Howarth Close and Ferndene Drive in Wilsthorpe Meadows – an existing footpath connects the recreational path east of M1 to Howarth Close. This footpath may need to be improved to form formal access / egress to tramstop

4.3.1.3 Structures

The following new structure has been identified for Option 3A:

 New culvert structure for Golden Brook

4.3.1.4 Summary of key route issues / constraints

The key issues / constraints for Option 3A include:

 Land-take required from Brackenfield School / Wilsthorpe Community School compound – approximately 3500m2 of land-take is shown on drawings 0331 and 0332 but this area could be reduced by realigning Petersham Road to make use of available space (grass verge) to the west of the road. Alternatively, street running could be considered along this section  Proposed culverting of an approximately 200m section of Golden Brook. Discussions required to confirm implications of culverting and any compensatory measures.

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4.3.2 Option 3B – Route to EMA via potential park and ride site adjacent to M1

Drawing numbers MMD-364372-C-DR-EMA-XX-0353 to 0358

4.3.2.1 Tramway alignment

The proposed route diverges from Option 5 after passing under the existing M1 bridge structure over Longmoor Lane to head south following the M1 corridor. The route alignment would travel on the western side of M1. The A6005 (Derby Road) currently crosses the M1 on a bridge structure approximately 750m south of Longmoor Lane. The proposed tramway could potentially run under this existing structure at the same level as the M1 or alternatively rise on a vertical gradient to cross the A6005 at-grade. Running under the existing structure would require modifications or potential reconstruction of the A6005 bridge.

The proposed alignment would then cross the railway on a new structure approximately 1.1km south of the A6005 before turning east under the M1 structure over Draycott Road to re-join Option 3C on the eastern side of M1. Similar to the M1 bridge over Longmoor Lane discussed in Option 5 (Section 4.2.3.1), the tramway could either run on carriageway with other traffic which would avoid the need for significant works to the existing bridge structure or could run segregated to the north of the existing carriageway requiring reconstruction of the existing bridge. The existing height clearance of the bridge appears to be adequate to accommodate the tramway and its associated overhead equipment although more detailed surveys would be required to confirm.

4.3.2.2 Tramstops

2 no. tramstop locations have been indicated for Option 3B from the potential park and ride site. Potential locations include:

 Tramstop adjacent to A6005 (Derby Road) – if the alignment and stop is at M1 level, access structures (stairs and lift) would be required for pedestrians to access this stop from street level  Tramstop adjacent to Draycott Road (similar location to Option 3C)

4.3.2.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 3B:

 New structure over existing railway  Modifications to existing A6005 structure over M1. Photo below shows the existing structure and a potential tramway alignment  Modifications to existing M1 structure over Draycott Road

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Photo 4.8: Existing A6005 bridge over the M1

Proposed tramway corridor on the western side of M1

4.3.2.4 Summary of key route issues / constraints

The key issues / constraints for Option 3B include:

 Modification of existing A6005 (Derby Road) bridge structure over M1 – the A6005 could also potentially be crossed at-grade  New tramway structure over railway  Modification of existing M1 bridge structure over Draycott Road

4.3.3 Option 3B (i) – Route to EMA via Church Wilne water treatment works

Drawing numbers MMD-364372-C-DR-EMA-XX-0359 to 0362

4.3.3.1 Tramway alignment

This proposed route option follows on from Option 3B and continues to travel along the western side of the M1 beyond Draycott Road. Land-take would be required from the Church Wilne water treatment works compound to accommodate the proposed tramway corridor. It appears that there is adequate width to accommodate the tramway in between the M1 and the main access road of the water treatment plant, but from a remote site inspection from adjacent highways it is evident that there is existing apparatus located in this corridor.

In recent correspondence with Severn Trent, records of existing apparatus within the water treatment works site have been obtained. The following image provides a ‘schematic’ indication of the apparatus.

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Figure 4.8: Existing Severn Trent apparatus within Church Wilne Water Treatment works

Church Wilne water treatment plant

Schematic ST 900mm potable water pipe within Church Wilne water treatment plant

M1

It appears that the pipe arrangement that currently exists under the eastern verge of the treatment plant access road (where the tramway is proposed to run) is a major Severn Trent water distribution asset. Any diversion work for the existing pipe arrangement is likely to incur a potentially significant cost although potential mitigation measures such as a protection slab to protect the existing apparatus could be considered. A formal meeting has not been held with Severn Trent, therefore further discussions would be required with representatives of the plant to confirm feasibility of the proposal and to consider the implications on the operation of the plant and diversionary works required. The following photos show the existing Church Wilne water treatment works layout.

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Photo 4.9: Overview of Church Wilne water treatment works

Potential tramway in between the M1 and water treatment plant internal road

Church Wilne water treatment plant

M1 motorway

Photo 4.10: View of Church Wilne water treatment plant from Wilne Lane

Church Wilne water treatment plant

Indicative tramway alignment between the M1 and water treatment plant internal road

At the southern extent of the water treatment plant, Wilne Lane crosses the M1 on an existing structure. Similar to the A6005 (Derby Road) structure in Option 3B, the proposed tramway could potentially pass under this structure at the same level as the M1 with modifications or potential reconstruction of the bridge. 35 364372/WTD/MCH/001/P1 10 May 2016

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Alternatively the tramway could rise to cross Wilne Lane at-grade but construction of the approach embankment would need to be agreed with Severn Trent.

A new tramway structure would be required to cross River Trent approximately 900m south of Wilne Lane. After crossing River Trent, the alignment would travel in between the M1 and an existing drainage pond adjacent to the river. The photo below illustrates the proposed route in this area.

Photo 4.11: Proposed alignment between the M1 and drainage pond

River Trent

Indicative tramway alignment between M1 and drainage pond south of River Trent

After passing the drainage pond, the alignment would cross Tamworth Road via a new at-grade signalised junction and re-join Option 3C.

4.3.3.2 Tramstops

1 no. tramstop location have been indicated for Option 3B (i) from the Draycott road crossing:

 Tramstop adjacent to Draycott Road (unlike Options 3B and 3C, this stop is proposed on the western side of M1)

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4.3.3.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 3B (i):

 New structure over River Trent  Modifications to existing Wilne Lane bridge structure over M1

4.3.3.4 Summary of key route issues / constraints

The key issues / constraints for Option 3B (i) include:

 Land-take required at Church Wilne Water Treatment Works – an approximately 6600m2 area of land- take is shown on drawings 0359 and 0360. This area is an existing grass verge adjacent to the M1 which appears to contain major Severn Trent Water infrastructure.  Modifications or potential reconstruction of existing Wilne Lane bridge structure over M1 – Wilne Lane could also potentially be crossed at-grade

Consultation with Church Wilne Water Treatment Works

As discussed in Section 4.3.3.1 above (also refer to Figure 3.8), records of existing Severn Trent assets have been obtained but no formal meeting was arranged. A further discussion with the plant operator and a Severn Trent water distribution representative would be required to understand the implications of the proposed tramway along this route option.

4.3.4 Option 3C – Route to EMA via West Park

Drawing numbers MMD-364372-C-DR-EMA-XX-0301 to 0321

4.3.4.1 Tramway alignment

The route alignment for Option 3C continues from Long Eaton square and runs on-street along Tamworth Road (B6540). Tamworth Road is currently a single carriageway with on-street cycle lanes (southwards from the Salisbury Street junction) and limited on-street parking between the Lower Brook Street and Milton Street junctions. A number of on-street bus stops (bus cages) and bus stop laybys also exist along this section of Tamworth Road. The typical width of Tamworth Road ranges from 8.0 to 10.5m and would be sufficient to accommodate an on-street tramway. Highway widening may be required in particular sections to retain the existing cycle lanes and parking facilities. Existing side roads intersecting with Tamworth Road would be retained as ‘give way’ junctions.

Approximately 500m south of Long Eaton square, the proposed route would leave Tamworth Road and proceed in a westerly direction. A new signalised junction would be required for the tramway to leave / join the highway. An existing fire station building would be demolished to create the tramway corridor. Just to the west of the fire station building, a new structure would be required for the tramway to cross an existing 37 364372/WTD/MCH/001/P1 10 May 2016

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canal. The proposed tramway would need to rise once it diverges from Tamworth Road to cross the canal. The vertical profile of the tramway in this section would need to be confirmed once more detailed survey of the area is obtained. A minor realignment of Tamworth Road (vertically) could potentially be required to assist in achieving the required clearance over the canal. A potential tramstop location is indicated to the west of the canal.

Subsequently the tramway would continue west, running along the southern extent of West Park. Existing flood protection bunds are present in this area and the alignment is shown to run immediately to the north of the bund along the park boundary. The photo below shows the existing flood protection bunds.

Photo 4.12: Existing flood protection bund along the southern extent of West Park

Indicative tramway alignment to the north of existing flood defence bund

Existing flood defence bund

The proposed tramway would leave the West Park compound in the south-western corner and subsequently cross Wilsthorpe Road via a new signalled junction.

An existing watercourse to the west of Wilsthorpe Road, running at the back of properties along Wensleydale Road, would have to be culverted or diverted. The proposed tramway would travel along this corridor heading towards a potential tramstop indicated to the south of Bushy Close. The existing footpath running alongside the watercourse would be realigned to run alongside the tramway. Some limited land- take may be required to accommodate the tramway and realigned footway but this would need to be confirmed by a more detailed survey. Minor modifications to the existing Bushy Close highway layout would be required to accommodate the tramstop.

The proposed tramway continues in a westerly direction beyond the indicated tramstop location. As it approaches Sandwell Close, 2 residential properties would need to be demolished for the tramway.

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Significant land-take is currently shown for a further 2 residential properties in the vicinity but it may prove impractical to retain the properties and demolition may also be required. The alignment is then shown to run on-street for a short section of Sandwell Close before proceeding towards an open area with an existing recreational path.

The proposed route turns north to run along a short section of the recreational footpath corridor before turning west to head towards the M1. Minor land-take is shown from a property along Borrowdale Drive but this could potentially be eliminated once more detailed work has been undertaken. The alignment would then run along the east side of M1 and cross the existing railway on a new structure. A potential tramstop location is indicated to the north of the railway structure with possible access to the tramstop off Overdale Close. The proposed tramway would proceed in a southerly direction and would cross Draycott Road via a new signalised crossing. A potential tramstop location is shown adjacent to Draycott Road which could serve the Sawley residential area. Along this section the tramway would generally run along the toe of the M1 embankment. Some retaining structures or modification of the embankment may be required to avoid / minimise any land-take from adjacent properties.

Approximately 400m south of the Draycott Road crossing, the tramway is proposed to pass under the existing Wilne Lane structure. The existing abutments of the structure would need to be modified to accommodate the tramway. The proposed alignment would then continue in a southerly direction heading towards Tamworth Road with a new tramway structure crossing River Trent.

Upon reaching Tamworth Road, the proposed route would turn right to run segregated along a wide northern verge of Tamworth Road under the existing M1 bridge structure. The existing height clearance of the bridge appears to be adequate to accommodate the tramway and its associated overhead equipment although more detailed surveys would be required to confirm. After passing under the M1, the alignment would cross Tamworth Road via a new signalised junction and continue in a southerly direction towards M1 Junction 24A. Two new bridge structures would be required to cross a watercourse and a railway respectively along this section. One other watercourse is proposed to be culverted.

On the approach to M1 Junction 24A, a new structure would be required for the tramway to cross the existing M1 on-slip road. Both Junctions 24 and 24A are proposed to be modified / improved as part of the Roxhill ‘East Midlands Gateway’ development (for more details of East Midlands Gateway, refer to Section 2). The proposed route alignment shown on the drawings takes into account all major changes to the surrounding highway layout and any new facilities proposed as part of the Roxhill development. The image below provides an overview of the Roxhill development proposals together with the proposed tramway alignment (proposed highway modifications as part of Roxhill development shown in brown).

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Figure 4.9: Roxhill East Midlands Gateway development – highway modification proposals and tram alignment

New tramway bridge over M1 A50 M1 Junction 24A onslip

Tramway running under widened A50 bridge over M1 between M1 and Main Street (refer to Photo 4.13)

Tramway running between M1 and A50 link to Junction 24 M1 Junction 24

New rail link for East Midlands New A50 link Gateway road to M1 development Junction 24

Potential tramstop at the back of Hilton East Midlands Airport Hotel

New signalised tram crossings of M1 Junction 24

Segregated tramway in the centre of A453 New Kegworth bypass link road Potential to be constructed tramstop at the as part of East East Midlands Airport East Midlands Midlands Gateway Gateway interchange development

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The existing A50 Junction 24A roundabout would be removed as part of Roxhill development works and replaced with a new A50 eastbound / westbound dual carriageway. The existing A50 bridge structure over the M1 would be widened to accommodate four A50 traffic lanes and a central reserve. After crossing the M1 on-slip road, the proposed tramway vertical alignment would descend to pass under the widened A50 bridge structure between Main Street and M1. Main Street is currently at a lower level than the M1 and therefore works to alter the level of Main Street may be required to construct the tramway between Main Street and the M1. The photo below shows the existing ground profile between M1 and Main Street.

Photo 4.13: Existing M1, Main Street, A50 structure arrangement

A50 Existing A50 bridge pier

M1

Existing A50 bridge Proposed abutment tramway alignment

M1 earthworks slope adjacent to Main Street Main Street

Beyond Main Street, the proposed tramway continues in a southerly direction between the M1 and A50. There is generally sufficient space between the M1 and A50 to construct a segregated tramway corridor but a particular constrained section has been identified and highlighted by the aerial image below:

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Photo 4.14: Proposed route alignment between M1 and A50

Existing abnormal load lay-by

‘Constrained’ section between M1 and A50 (appxox. 10m width)

M1

A50

Proposed tramway alignment

As noted in the image above, there is an existing abnormal load lay-by on the southbound carriageway of the A50. At the northern extent of the lay-by, there is an approximately 10m width between the A50 and the M1. However it should be noted that this abnormal load lay-by would be removed as part of the Roxhill development works which would make the corridor wider than it currently is. In addition, the current southbound A50 carriageway would be converted into a local access road as part of the Roxhill proposals. This could potentially reduce the traffic management complexity during construction of the tramway.

The proposed route would continue in a southerly direction towards the Hilton East Midlands Airport Hotel. Minor land-take would be required from what appears to be a hotel overspill / staff car park. A potential tramstop location has been shown to the back of the hotel entrance serving the hotel and residents wishing to travel from the hotel to the airport or HS2 hub. It should be noted that the published HS2 alignment would require demolition of the hotel and therefore the tramstop would not be necessary in this scenario.

Upon leaving the hotel compound, the alignment would cross the M1 Junction 24 roundabout via new traffic signals. The proposed tramway is routed between the A50-A453 link road and the roundabout circulatory carriageway. The tramway would then join the central reserve of the A453 via another set of new traffic signals and head towards the airport along the central reserve of the A453 northbound and

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southbound carriageways. The existing A453 central reserve varies in width and therefore consequent highway works would be required to the A453 to create the space required for the tramway corridor. It appears that there is sufficient space between the M1 and A453 to widen the A453 corridor for the proposed tramway.

The Roxhill development proposes to convert existing give way junctions between the A453 and Ashby Road into a roundabout. A new link road (Kegworth Bypass) would also be constructed as part of the scheme. The extract from drawing MMD-364372-C-DR-EMA-XX-0318 below shows a potential tramstop location in the centre of the new roundabout, in close proximity to the proposed bus interchange for the East Midlands Gateway development.

Figure 4.10: Potential tramstop location for East Midlands Gateway development

East Midlands Gateway development bus interchange

Proposed tramway via A453 central reserve Potential tramstop location

New ‘Kegworth Bypass’ link road

Locating the tramstop in the centre of the roundabout as shown above would require additional pedestrian phases to be introduced into the signal phasing which may have a potential impact on traffic models. Two new tramway crossings would also have to be introduced into the signal phasing.

After crossing the roundabout, the proposed tramway would run along the western verge of the A453, in between the airport boundary and A453. There appears to be sufficient width to accommodate a tramway corridor (approximately 32m between the airport boundary fence and A453 at the tightest section) although consultation with the airport would be required to ensure that the tramway proposals comply with airport / runway operational and safety requirements.

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A disused track currently exists in the section between the A453 (northbound carriageway) and the airport boundary fence, indicated in the image below. The A453 in this area is at a lower level than the airport and disused track. The level difference is retained by an existing earthworks slope.

Photo 4.15: Existing arrangement of East Midlands Airport / A453 / M1 and indicative tram alignment

Disused track at the top of Airport earthworks slope landing lights

Proposed tramway alignment

M1 A453 motorway northbound carriageway

A453 southbound carriageway

The proposed tramway would be constructed at the same level as the A453, using the space currently occupied by the existing earthworks slope and disused track. A new retaining structure would potentially be required at the western extent of the tramway to retain the level difference between the airport and the tramway. The horizontal and vertical alignment of the tramway through this section would have to be developed in conjunction with East Midlands Airport and Highways England taking into account interface issues including runway landing lights, height of tram OLE poles, constructability issues and airport security requirements.

After passing the airport runway, the proposed alignment proceeds in a westerly direction towards Beverley Road. It would then run segregated along the northern verge of Beverley Road. A potential tramstop location has been shown to serve Pegasus Business Park. A number of existing accesses into industrial or commercial premises would have to be reconfigured or closed to accommodate the tramway along this section. Some minor land-take, mostly from existing parking areas may also be required. Alternatively, the tramway could run along the southern verge of Beverley Road. The optimum layout and position of the tramway would be decided through consultation with stakeholders and could potentially involve minor realignment of Beverley Road to reduce land-take as much as practicable.

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Towards the western end of Beverley Road, the proposed route would cross into an existing servicing road for car rental companies and terminate within an open area in close proximity to the terminal building. The existing layout of the car hire facilities and adjacent fuel station may have to be modified to accommodate the tramway. The photo below shows the existing car hire facilities and street layout.

Photo 4.16: Existing car hire facilities and indicative tram route

Proposed tramway alignment

4.3.4.2 Tramstops

9no. potential tramstop locations have been identified for Option 3C and are listed below. It should be noted that the list below starts from Long Eaton and does not include potential tramstops for the section between Toton park and ride and Long Eaton. Potential stop locations include:

 Tramstop at Long Eaton town centre – on-street side platforms for Option 3C as opposed to the terminus arrangements discussed in Option 2  Tramstop in West Park (near demolished fire station off Tamworth Road)  Tramstop south of Bushy Close to serve Wilsthorpe Meadows  Tramstop near Overdale Close  Tramstop adjacent to Draycott Road to serve Sawley  Tramstop at East Midlands Airport Hilton hotel  Tramstop at East Midlands Gateway bus interchange  Tramstop at Pegasus Business Park, along Beverley Road  Tramstop (terminus) at East Midlands Airport

4.3.4.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 3C:

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 New structure over canal to the west of Long Eaton fire station  New culvert structure for watercourse to the west of Wilsthorpe Road, subject to EA approval  New structure over existing railway to the west of Sawley  New structure over River Trent  New structure over watercourse to the south of Tamworth Road  New structure over railway to the north of M1 Junction 24A  New structure over M1 on-slip road  Potential new retaining structure along A453 (in between A453 and airport boundary)  Modifications to existing Wilne Lane bridge structure  Potential modifications to existing M1 bridge structure over Tamworth Road  Potential modifications to widened A50 bridge structure over M1

4.3.4.4 Summary of key route issues / constraints

The key issues / constraints for Option 3C include:

 On-street running section via Midland Street, Market Place and Tamworth Road including a new signalised junction at ‘The Green’ – an approximately 1km section of on-street tramway is proposed in an area which is already experiencing traffic congestion at peak hours. Introducing a tramway together with an on-street tramstop in Long Eaton may exacerbate traffic conditions. As noted in Option 2, ‘The Green’ is also a historically significant area.  Demolition of residential properties in Wilsthorpe Meadows area – as noted in Section 4.3.4.1, the introduction of a tramway through this currently quiet residential area may change the character of the area.  2 no. new tramway structures over railway  Modification or potential reconstruction of existing Wilne Lane bridge structure over M1  Potential modification of existing M1 bridge structure over Tamworth Road  Modification or potential reconstruction of existing A50 bridge structure over M1 and Main Street  Realigning of the A453 to accommodate the tramway running in the centre of northbound and southbound carriageways  Interface with Roxhill ‘East Midlands Gateway’ development – initial consultation with Roxhill has been undertaken as part of this study which influenced the tramway alignment and tramstop locations for Option 3C. Although Roxhill are receptive to tramway proposals, further discussions would be required to consider interfaces  Interface with East Midlands Airport (EMA) – initial consultation with EMA has been undertaken as part of this study. There are no objections in principle to the proposed route but further more detailed discussions would be required to consider interfaces including runway landing lights, height of tramway and OLE poles relative to runway and public safety zone. In addition, a length of retaining structure may be required for existing level difference between EMA boundary and A453.  Land-take required from industrial / commercial premises along Beverley Road for segregated tramway

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4.3.5 Option 3C (ii) – Route to EMA via Castle Donington

Drawing numbers MMD-364372-C-DR-EMA-XX-0334 to 0352

4.3.5.1 Tramway alignment

The proposed route for Option 3C (ii) continues from Option 3C at Tamworth Road. After crossing Tamworth Road via a new signalised crossing, the alignment heads west for approximately 200m before heading south again along the eastern verge of Netherfield Lane. The existing abutments of the M1 bridge structure would have to be modified to accommodate a segregated tramway running to the south of Tamworth Road. The proposed tramway would run segregated to the east of Netherfield Lane and subsequently ascend to bridge over the existing A50 trunk road. After crossing the A50, the proposed tramway would stay elevated on an earth embankment and then cross the existing railway on another new structure.

After crossing the railway lines, the proposed tram alignment descends to existing ground level and runs along the south of the railway alignment. The existing Ryecroft Road bridge structure over the railway would have to be modified to accommodate the tramway and its associated overhead line equipment. As the route approaches Station Road, the route would diverge from the railway corridor and head south following Station Road. The proposed tramway would then join Station Road via a new signalised junction to run on-street for an approximately 300m length. The existing road width along Station Road is approximately 7.0 – 7.5m, therefore some minor highway widening works may be required to accommodate an on-street tramway.

At the Station Road / Trent Lane junction, the proposed alignment would turn to head in a westerly direction running segregated on the southern side of Trent Lane. New traffic signals would be required at this junction to control traffic on Trent Lane, Station Road and Victoria Street. Land-take would be required from the existing car park areas of industrial / commercial premises along the southern side of Trent Lane to construct the tramway. Alternatively, the tram could run on-street along Trent Lane for an approximately 700m length but this could potentially reduce the runtime reliability. A potential tramstop location has been indicated at the eastern end of Trent Lane which could serve the industrial estate.

At the western extent of Trent Lane, the proposed route would cross the existing Trent Lane / Arundel Avenue roundabout via a new signalised crossing and continue running segregated along the southern side of Arundel Avenue. A potential tramstop location is shown to the south of the Marks & Spencer distribution centre to serve this rapidly expanding industrial estate. Immediately after the tramstop, the alignment turns south and heads towards Short Lane.

The Castle Donington Park Lane residential development and a new link road is proposed just south of Short Lane (for more details, refer to Section 2). The tramway alignment is shown to cross the new roundabout on Short Lane, proposed as part of the residential development, and continue heading south running segregated on the eastern side of the new link road. It would then cross a second roundabout at the intersection with Park Lane and switch to the western side of the new link road. A potential tramstop

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location has been indicated adjacent to the roundabout to serve this new development and potentially Castle Donington in general. As this tramstop is located on the western edge of Castle Donington, further transport links may be required for passengers to travel to the centre of Castle Donington.

At the southern extent of the Park Lane development, the tramway would turn to follow the Hill Top road corridor for a short section. Approximately 500m from the roundabout between the new link road and Hill Top, the tram alignment turns to head in a south-easterly direction. The alignment runs along an existing footpath corridor between two car parks. Land-take would be required from the car parks to construct the tramway corridor and realigned footpath. The following image shows the indicative tramway alignment for this section.

Photo 4.17: Indicative tramway alignment through airport car park

Indicative tramway alignment

After passing the car parks, the route would continue in an easterly direction crossing the A453 roundabout to the north via a new signalised junction. The tramway would run segregated on the north side of A453 for approximately 2km on the approach towards East Midlands Airport. A potential tramstop location has been indicated along this section to the south of the airport maintenance and support facilities.

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Within the vicinity of the airport, the proposed route would cross the Viscount Road roundabout via a new signalised junction and terminate immediately to the north of the roundabout. Land-take would be required from the adjacent car park for the terminus.

4.3.5.2 Tramstops

5 no. tramstop locations have been identified from where Option 3C (ii) diverges from Option 3C at Tamworth Road. Potential locations include:

 Tramstop on the eastern end of Trent Lane, serving Trent Lane industrial estate  Tramstop to the south of Marks and Spencer distribution centre  Tramstop just south of Park Lane, serving new development and Castle Donington  Tramstop to the south of the airport maintenance & support facilities  Tramstop (terminus) at East Midlands Airport

4.3.5.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 3C (ii):

 New structure over the A50  New structure over existing railway  New culvert structure for watercourse adjacent to Netherfield Lane  New culvert structure for watercourse to the north of A453 Walton Hill / Ashby Road roundabout  Potential modification to existing M1 bridge structure over Tamworth Road  Modifications to existing Ryecroft Road bridge

4.3.5.4 Summary of key route issues / constraints

The key issues / constraints for Option 3C (ii) include:

 Potential modification of existing M1 bridge structure over Tamworth Road  New tramway structure over A50  New tramway structure over existing railway  Modification or potential reconstruction of existing Ryecroft Road bridge structure over railway  Land-take required from industrial / commercial premises along Trent Lane industrial estate for segregated tramway  Proposed tramway within Park Lane Castle Donington development – although it does not appear there are significant constraints within the development, it should be noted that this is based on preliminary and approximated drawings. Further work is required to consult with the developer regarding the safeguarding of a tramway route if this option is taken further  Land-take required from East Midlands airport car park

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4.3.6 Option 3F – Route to EMA via Fields Farm Road and Long Eaton railway station

Drawing numbers MMD-364372-C-DR-EMA-XX-0363 to 0373

4.3.6.1 Tramway alignment

The proposed alignment for Option 3F diverges from Option 2 prior to Midland Street, heading in an easterly direction towards the railway lines. The route would travel in between the Asda superstore and the railway lines heading south towards Long Eaton. A potential stop location is indicated adjacent to a car park to the north of Asda. Land-take would be required from this car park to accommodate the platform and tracks proposed in the area.

The proposed route would subsequently pass under the existing A6005 Nottingham road bridge structure, which would potentially require modification works / reconstruction to accommodate the tramway. After passing under the A6005 bridge, the alignment would travel on the eastern side of Tesco superstore proceeding towards another potential tramstop indicated to the east of the Aldi Long Eaton store, at the end of Peel Street. According to Erewash Borough Council, this is the location of the previous Long Eaton railway station and is approximately 200m away from Market Place.

The proposed tramway then continues along the railway corridor in a southerly direction towards the existing Station Road and Main Street level crossings. The tramway crossings of Station Road and Main Street could be incorporated into these existing level crossings. It should be noted that both Station Road and Main Street could be stopped up in conjunction with other significant changes to the surrounding highway layout as part of the HS2 proposals. Three existing pedestrian overbridges i.e., one near the indicated tramstop adjacent to Aldi Store, one adjacent to Station Road and one at the end of Huss’s Lane, would have to be re-constructed to accommodate the tramway. A potential tramstop location is indicated to the north of the Main Street level crossing. Limited land-take would be required from ‘The Tappers Harker’ car park to accommodate the platform and track infrastructure.

After the Main Street crossing, the proposed route would continue in a southerly direction adjacent to the railway corridor for a further 500m before turning west towards Fields Farm Road. The tramway would cross Fields Farm Road at a new signalised crossing and proceed segregated on the northern verge of Fields Farm Road. Four accesses into industrial facilities would need to be reconfigured or closed to accommodate uncontrolled tramway crossings. A potential tramstop location is indicated to the south of ‘Barker’s Pond’.

Beyond the indicated tramstop, the route would join Fields Farm Road at a new signalised junction and run on-street along Fields Farm Road for approximately 600m towards Tamworth Road and Long Eaton railway station. The tram is proposed to use the existing highway bridge to cross the Erewash Canal although structural assessments would be required to ascertain the adequacy of the bridge for tramway loading. Fields Farm Road is currently a 40mph road and measures approximately 7.3 – 7.6m wide along the proposed on-street section. Minor widening may be required in sections to accommodate the tramway and its associated infrastructure.

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At the western extent of Fields Farm Road, a potential tramstop is indicated in close vicinity to Long Eaton railway station. The proposed route then turns south to run on-street along Tamworth Road. The existing roundabout in this location would need to be converted into a signalised junction for the tramway. A low headroom railway arch bridge (headroom indicated as 3.7m at the highest point) exists immediately to the south of the roundabout. The bridge consists of two spans as shown in the photo below.

Photo 4.18: Existing railway bridge over Tamworth Road

Due to the low headroom of the existing bridge and the position of the central abutment which conflicts with the tramway turn onto Tamworth Road, the structure would need to be reconstructed. It is unlikely that the heavy rail tracks could be raised in level significantly at the bridge and therefore the levels of the surrounding highway layout would need significant remodelling to create the minimum headroom required to accommodate the tramway OLE. This would likely have an effect on existing properties in the vicinity including Long Eaton railway station. Further work would be required to determine the feasibility of this and to confirm the impact of altering highway levels to the properties in the vicinity.

Beyond the railway bridge, the proposed route continues on-street along Tamworth Road in a southerly direction for approximately 750m. The width of Tamworth Road along this section measures approximately 7.3 – 9.5m. Some intermittent on-street parking and servicing bays adjacent to shops and short stretches of cycle lanes exist between the Tamworth Road / Fields Farm Road roundabout to the Netherfield Road junction. From the Nertherfield Road junction in a southerly direction, continuous cycle lanes exist in both northbound and southbound directions. It appears that an on-street tramway is feasible through Tamworth

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Road although some on-street parking facilities may have to be removed. Minor highway widening in localised areas may be required to accommodate tramway and cycleways.

A potential on-street tramstop location is indicated on Tamworth Road just before the proposed route turns west onto Draycott Road. The existing Tamworth Road / Draycott Road junction would be converted into a signalised junction. Potential land-take would be required from two properties along Portland Road to accommodate the tram turning from Tamworth Road to Draycott Road.

The proposed tramway would run on-street along Draycott Road for approximately 1,100m before turning south prior to the M1 bridge and re-joining Option 3C. Draycott Road measures approximately 6.8 – 7.1m from the Tamworth Road junction to the Plant Lane junction, with an approximately 150m length of on- street parking facilities at the eastern end. This section of Draycott Road would need minor widening works to accommodate the tramway, potentially resulting in land-take from properties. Beyond the Plant Lane junction in a westerly direction, Draycott Road widens to approximately 8.5 – 9.5m with a central hatched area along most of this length. This section of Draycott Road could accommodate an on-street tramway but residents in the area could potentially lose informal parking facilities on the side of the road.

4.3.6.2 Tramstops

6 no. tramstop locations have been indicated for Option 3F from the point it diverges from Option 2 to the point it re-joins Option 3C south of Draycott Road. Potential locations include:

 Tramstop at the northern end of Midland Street  Tramstop at the eastern end of Peel Street, adjacent to Aldi Store (former Long Eaton railway station)  Tramstop to the north of Main Street level crossing  Tramstop on northern verge of Fields Farm Road (south of Barker’s Pond)  Tramstop to the east of Long Eaton railway station  Tramstop on Tamworth Road prior to turn onto Draycott Road

4.3.6.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 3F:

 Modification / reconstruction of Nottingham Road bridge to accommodate tramway  Potential strengthening of existing bridge over Erewash Canal  Reconstruction of existing railway bridge over Tamworth Road  Reconstruction of three existing footbridge structures over railway

4.3.6.4 Summary of key route issues / constraints

The key issues / constraints for Option 3F include:

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 Reconstruction of railway bridge over Tamworth Road – there is a low headroom under this existing bridge which would not be able to accommodate the tramway and its overhead infrastructure. In order to create the minimum required headroom, the bridge would need to be reconstructed and the surrounding highway levels significantly reduced. This would have an impact on properties in the vicinity including Long Eaton railway station.  A lengthy section of proposed tramway adjacent to railway (approximately 1.75km) – this section would be highly dependent on HS2 proposals. The existing railway corridor appears to be tight in sections, particularly around Long Eaton, potentially resulting in land-take to construct both tramway and railway tracks. The corridor widens in a southerly direction beyond the Main Street level crossing.  A lengthy section of on-street tramway along Fields Farm Road, Tamworth Road and Draycott Road. Although a majority of roads are of sufficient width to accommodate the tramway, existing shops and residents may lose on-street parking and servicing facilities. An approximately 2.5km section of on- street running increases the tram’s interface with highway traffic, potentially resulting in slower journey times.  Potential modification or reconstruction of A6005 Nottingham Road bridge structure

4.3.7 Option 4 – EMA to Donington Park

Drawing numbers MMD-364372-C-DR-EMA-XX-0322 to 0329

4.3.7.1 Tramway alignment

This route option continues from Option 3C at East Midlands Airport. Instead of terminating at the airport, the route continues towards Donington Park Racing Circuit with a potential tramstop location for the airport indicated to the north of the Viscount Road roundabout (similar to Option 3C ii). Land-take would be required from the adjacent car park to construct the tramstop.

The proposed alignment would then cross Viscount Road via a new signalised junction and continue in a westerly direction, running segregated to the north of the A453. A potential tramstop location is indicated to the south of the airport maintenance and support facilities. Approximately 1.3km to the west of the tramstop, following the A453 corridor, the tramway would cross the A453 roundabout to the north and continue towards Hill Top Road.

The proposed route crosses Hill Top Road via a new signalised junction and turns north towards the main access road into Donington Park Racing Circuit. After crossing the access road via another new signalised junction, the tramway would head west on its approach to Donington Park. A number of existing accesses into a museum and exhibition centre would have to be reconfigured to incorporate tramway crossings. The tramway is proposed to terminate just to the south of the racing circuit barriered access.

4.3.7.2 Tramstops

3 no. tramstop locations have been indicated for Option 4 from East Midlands Airport. Potential locations include:

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 Tramstop at East Midlands Airport  Tramstop to the south of the airport maintenance & support facilities  Tramstop (terminus) to the south of Donington Park Racing Circuit access

4.3.7.3 Structures

The following new structure has been identified for Option 4 (from East Midlands Airport to Donington Park):

 New culvert structure for watercourse to the north of A453 Walton Hill / Ashby Road roundabout

4.3.7.4 Summary of key route issues / constraints

The key issues / constraints for Option 4 include:

 Land-take required from East Midlands Airport car park

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4.4 Options to Derby

A total of 4 route options have been brought forward to Stage 2 of the study. These include:

 Option 6A via the central reserve of A52  Option 6B (i) via the former canal corridor and Chequers Road  Option 6B (iii) via the former canal corridor and Derby College / Pride Parkway  Option 6B (iv) via the former canal corridor and adjacent to River Derwent

4.4.1 Option 6A – Route to Derby via A52

Drawing numbers MMD-364372-C-DR-DER-XX-0429 to 0453

4.4.1.1 Tramway alignment

The proposed tramway for Option 6A continues from Option 1 at the new bridge structure over Toton sidings. The alignment would turn north after crossing the railway lines and head towards the A52. The proposed route is currently shown to run along existing ancillary railway infrastructure (storage facilities, depot buildings and car parks) but it is assumed that the construction of HS2 and its associated developments would mean a wholesale reconstruction of existing railway infrastructure, therefore creating space to integrate the tramway.

The A52 currently crosses the Toton sidings railway lines on a bridge structure. Modifications to this structure and the surrounding embankments would be required to allow the tramway to join the underside of the structure and emerge through the centre of A52. The image below, taken from the Sheffield Supertram network, demonstrates the proposed scenario.

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Photo 4.19: Existing scenario of Sheffield Supertram network showing tramway emerging through central reservation

Existing tunnel structure on Sheffield Supertram network

Once the proposed alignment joins the A52, it would run on its own segregated corridor in the centre of the A52 for approximately 12.5km before diverging at the Pentagon island to head towards Derby city centre. Along the length of this section, numerous existing bridge and footbridge structures would have to be modified to accommodate the proposed tramway. A list of structures to be modified is provided in Section 4.4.1.3. In addition, significant highway works would also be required to realign the A52 to create the required space for the tramway corridor at the centre of the major trunk road and to reconfigure existing priority junctions. Consequent land-take from existing properties would be required in several locations, which are listed in Section 4.4.1.4. One potential tramstop location has been indicated near the Derby Triangle development. The existing footbridge structure would have to be reconstructed so that appropriate access arrangements to the stop could be provided. No other tramstops have been indicated along this 12.5km section due to the ‘isolated’ nature of the A52 corridor. If additional stops are to be considered in this section, extensive works would be required to construct the necessary access structures across the A52 for passengers walking to the stops from neighbouring residential areas.

As the proposed route reaches the Pentagon island, the tramway alignment would run on the southern side of the A52 and cross the A52 westbound carriageway via a new signalised junction. The route is then proposed to skirt around the southern side of Pentagon island, crossing the southern arm of the roundabout on another signalised junction. The existing corridor to the south of Pentagon island that the

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tramway is proposed to travel along currently consists of a grassed verge and a segregated footway / cycleway facility. This corridor measures approximately 9 – 10m wide, therefore works may be required to create a wider corridor width to accommodate a tramway and a shared footway / cycleway facility adjacent to it. There appears to be available space on the Pentagon island to realign the roundabout circulatory carriageway. The photo below shows the existing corridor to the south of Pentagon island. Further consideration of the interface with the Pentagon would be required if Option 6A is taken forward.

Photo 4.20: Existing segregated footway / cycleway corridor to the south of Pentagon island

A potential tramstop location has been indicated to the west of the Pentagon island to serve the industrial estate in the vicinity. Land-take would be required to accommodate the tramstop and its associated infrastructure. The proposed route would continue in a westerly direction to the south of Eastgate and run under an existing railway bridge over Eastgate. The photo below indicates the proposed tram route and the existing bridge / highway / footway layout.

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Photo 4.21: Existing railway bridge over footway and Eastgate

Existing abutment for railway bridge

Indicative tramway alignment

As can be seen from the photo above, the height clearance for the existing structure is inadequate for the tramway overhead line equipment. Works would be required to lower the levels of the footway to potentially the same level as the adjacent highway (Eastgate) and the existing abutment of the railway bridge would have to be modified to accommodate the tramway.

The proposed route would subsequently join Meadow Road via a new signalised junction and run on-street for approximately 120m before turning west to run segregated on an existing footway underneath the St. Alkmund’s Way bridge structure. The current footway measures approximately 7.5m wide, therefore works to realign the adjacent Meadow Road and car park access would be required to accommodate the tramway and a footway running alongside. It is envisaged that the tramway and footway would run on an elevated level compared with the adjacent Meadow Road (similar to existing situation), therefore a new retaining structure would be required for this section. The photo below shows the existing footway / highway layout under St. Alkmund’s Way bridge.

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Photo 4.22: Existing footway / highway layout under St. Alkmund’s Way

Indicative tramway alignment

The proposed route subsequently diverges from Meadow Road and runs along an existing park adjacent to River Derwent. An existing footpath in the park would be realigned to run alongside the tramway. It should be noted that the proposed tramway conflicts with proposals for the construction of flood defences as part of the ‘Our City Our River’ scheme (for more details of this scheme, refer to Section 2). In the event that Option 6A is taken forward for more detailed study, further work would be required to assess the impact of the flood defence proposals on the tramway route and to assess the resilience of the tramway to flood risk.

At the western extent of the park, the proposed route would join Derwent Street via a new signalised junction. The tramway would run on-street on the existing bridge structure over River Derwent heading towards the Market Place. The existing roundabout to the east of the Market Place square would have to be signalised or converted into a signalised junction for the tram to proceed towards the square. A potential terminus location for Derby city centre is shown within the square.

Alternative tramway alignment

An alternative alignment for a segregated tramway route to the southern side of the A52 has been considered but not taken forward for further study due to complexities caused by existing side roads that connect to the A52. Numerous additional structures would be required for the tramway at these side roads (which would contribute to higher costs) while no additional benefits are envisaged.

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4.4.1.2 Tramstops

4 no. tramstop locations have been indicated for Option 6A from ‘Toton Sidings’. Potential locations include:

 Tramstop on the structure over the HS2 Hub  Tramstop to the north of Derby Triangle development  Tramstop to the north of Cranmer Road industrial estate  Tramstop (terminus) within Derby Assembly Rooms square

As with Option 5, the potential tramstop above the HS2 hub is shown in an indicative location. The final location and nature of this stop would be heavily dependent on HS2 proposals. In addition, the access arrangements into the hub from the stop would have to be determined and potentially designed as part of HS2 station proposals.

4.4.1.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 6A:

 New structure over ‘Toton Sidings’  New structure under the A52 and over River Erewash  New footbridge access structure to be integrated with potential tramstop to the north of Wyvern Business Park  New retaining structure along Meadow Road  Modifications to existing A52 structure over canal  Modifications to existing A52 structure over Longmoor Lane  Modifications to existing A52 structure over M1  Modifications to existing A52 access road structure over the A52  Modifications to existing A52 structure over Breaston Lane  Modifications to existing underpass east of Hopwell Road  Modifications to existing A52 structure over Hopwell Road  Modifications to existing A52 structure over B5010 Nottingham Road  Modifications to existing underpass west of B5010 Nottingham Road  Modifications to existing footbridge structure over A52 to the west of Cole Lane junction  Modifications to existing Victoria Lane structure over the A52  Modifications to existing footbridge structure over A52 to the east of Borrowash Road junction  Modifications to existing pedestrian subway structure connecting Haddon Drive and Arnhem Terrace  Modifications to existing footbridge structure over A52 near Park Leys Court  Modifications to existing pedestrian subway structure connecting Kirk Leys Avenue North and Kirk Leys Avenue South  Modifications to existing A52 structure over Willowcroft Road  Modifications to existing footbridge structure over A52 near Lodge Lane  Modifications to existing A52 structure over A52 / A6005 roundabout

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 Modifications to existing Raynesway structure over the A52  Modifications to existing Wyvern Business Park link road structure over the A52  Modifications to existing footbridge structure over A52 near Highfield Lane  Modifications to existing railway structure over Eastgate  Modifications to existing St. Alkmund’s Way structure over Meadow Road  Potential strengthening of existing Derwent Street structure over River Derwent

4.4.1.4 Summary of key route issues / constraints

The key issues / constraints for Option 6A include:

 Uncertainty over structure across ‘Toton Sidings’ and the layout of HS2 infrastructure – similar to Option 1, the final tramway alignment and positioning of tramstop would be heavily influenced by HS2 proposals  New structure to connect with the A52 – as noted in Section 4.5.1.1, this structure would allow the tramway to join the underside of the existing A52 structure and emerge from the central reserve.  Numerous existing structures requiring modification or potential reconstruction along the A52 (12.5km section)  Reconfiguration of existing junctions connecting with A52  Signalised crossings of A52 and southern arm of Pentagon island – traffic congestion already exists at peak hours in this area and the introduction of a tramway may exacerbate traffic conditions  Potential modifications to existing railway structure over Eastgate  Modifications to existing St. Alkmund’s Way bridge structure over Meadow Road. Potential realignment of Meadow Road and a new retaining structure required for tramway  Potential interface with flood defence proposals as part of ‘Our City Our River’ scheme

4.4.2 Option 6B (i) – Route to Derby via former Derby and Sandiacre canal corridor and Chequers Road

Drawing numbers MMD-364372-C-DR-DER-XX-0406 to 0428

4.4.2.1 Tramway alignment

The proposed alignment for Option 6B (i) continues from Option 5 at the potential park and ride site north of Longmoor Lane, adjacent to M1. Beyond the tramstop provided for the park and ride site, the tramway proceeds in a westerly direction running along the former canal corridor. Two existing watercourses would have to be culverted just west of the park and ride site.

A potential tramstop location has been indicated to the east of Risley Lane to serve Breaston. As the tramway approaches Risley Lane, it would run on existing land which is currently used as car parks by residential / commercial properties fronting Longmoor Lane. Land-take would be required from these car parks to accommodate the tramway. The proposed route would then cross Risley Lane via a new signalised junction heading towards Hopwell Road. In the approximately 1.8km section between Risley

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Lane and Hopwell Road, three existing watercourses would have to be culverted for short sections and an existing footpath currently occupying the former canal corridor would have to be realigned to run alongside the tramway.

The tramway would cross Hopwell Road via a new signalised junction and continue roughly along the former canal corridor in a westerly direction until the A6005 Derby Road. Two watercourses would have to be culverted for short sections and the existing footpath realigned to follow the tramway corridor. The proposed alignment would then proceed to travel under the existing A6005 bridge structure. The existing structure would need to be inspected to ensure that height and width clearances are adequate for the tramway and all associated infrastructure. Existing watercourses on either side of Derby Road would have to be culverted to accommodate the tramway. The photo below shows the existing structure.

Photo 4.23: Existing A6005 structure over former canal corridor

The tramway would subsequently continue towards Borrowash, crossing a further two watercourses (one of which is the Ock Brook) which would need to be culverted for short sections. The existing Fosse Close ‘hammerhead’ layout would need to be slightly curtailed to accommodate the tramway. To the west of Ock Brook, the tramway would proceed along the former canal corridor and run to the north of the existing railway. A new at-grade signalised crossing is proposed at Station Road for the tramway and a potential tramstop indicated to the west of the crossing serving Borrowash. A substantial level difference currently exists between the existing railway and footpath along the former canal corridor, retained by an existing structure. This structure would have to be assessed for an adjacent operational tramway if this route option is taken forward. The photo below illustrates the existing level difference.

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Photo 4.24: Level difference between existing railway and footpath along former canal corridor

It should be noted that the tramway alignment between Breaston and Borrowash (from drawings 0408 to 0416) has been designed with a smoother horizontal alignment to improve runtimes and therefore does not tightly follow the former canal corridor. The land ownership and land acquisition implications of this would need to be considered.

Continuing in a westerly direction along the former canal corridor, the proposed route would cross another two watercourses which would need to be culverted for short sections. An existing footpath is proposed to be realigned to run alongside the tramway. It should be noted that a number of existing pylons and overhead lines exist over this section but no conflicts are envisaged with tramway infrastructure.

Approximately 1.5km to the west of the Station Road crossing, the proposed tramway would cross Anglers Lane via another new signalised crossing and proceed towards Spondon. A potential tramstop location is indicated to the north of Spondon railway station, creating a possible interchange between train and tram services. The adjacent highway (Station Road) crosses over the footpath running along the former canal corridor on an existing structure and subsequently descends rapidly to meet existing railway level. A proposed tramstop at the footpath level would require new access structures (lift and stairs). A direct pedestrian link could potentially be made between the tramstop and the railway station without accessing the highway although this would need to be further investigated. The existing Station Road structure would need to be assessed to ensure that the height and width clearances are adequate to accommodate the tramway and all associated infrastructure.

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Beyond Station Road, the proposed route would continue in a north-westerly direction towards Megaloughton Lane. A potential park and ride site is indicated on the land just south of Megaloughton Lane and the A52 / A6005 roundabout. Access to the park and ride could possibly be provided via a new roundabout to the south of the existing A52 / A6005 roundabout, although this would be subject to an assessment of existing and projected traffic flows. A potential tramstop location is indicated within the park and ride site.

The proposed alignment would exit the park and ride site via the south-western corner and proceed alongside the existing railway. A pedestrian level crossing exists to cross the railway tracks at the south- western corner of the potential park and ride site. The layout of this crossing would have to be modified to incorporate the tramway or alternatively the level crossing could be removed and replaced with a new pedestrian overbridge. Land-take from an existing recycling business would be required for the proposed route to travel to the north of the railway.

A complex structural arrangement exists at the Raynesway junction immediately to the west of the recycling business. The main carriageways of Raynesway currently cross over the A52 on a structure in this location. A number of on-slip and off-slip roads also exist to allow traffic to join the A52 from Raynesway and vice versa. The existing railway travels under four separate bridge structures in succession just to the south of Raynesway junction and the tramway is proposed to run along the northern side of the railway. The aerial image below shows the current highway / railway layout and the indicative tramway route under the existing structures.

Photo 4.25: Existing Raynesway junction and railway layout

Existing structures

Indicative tramway alignment under existing structures

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It appears that the abutments of the above shown existing structures are currently positioned on the northern edge of the railway kinematic envelope and a series of bridge piers exist between the northern and southern abutments. This structural arrangement would have to be modified to accommodate the tramway proposed on the northern side of the railway. There could also be potential for the railway tracks to be reconstructed nearer to the W Service Road to create some additional space to the north. The photo below indicates the existing structural arrangement and observed space to the south of the railway tracks.

Photo 4.26: Existing cross section under Raynesway junction structures

Existing bridge stuctures Southern abutment Northern abutment W Service Road

Existing bridge Existing piers space to the south of railway Existing railway

After passing under the Raynesway junction, the proposed tramway diverges from the railway and joins Stanier Way to run on-street. A new signalised junction would be required for the tramway to join the highway and works would be required to several commercial property accesses in the vicinity to accommodate tramway infrastructure. Stanier Way appears to be wide enough for an on-street tramway although this would need to be confirmed by further detailed surveys. A potential on-street tramstop location is indicated just to the west of Stanier Way / Stephensons Way junction to serve Wyvern Business Park.

Approximately 250m west of the proposed Wyvern Business Park tramstop, the proposed route would travel through the Stanier Way / Wyvern Way roundabout via a new signalised crossing. It should be noted that this roundabout, together with the approximately 600m section of Wyvern Way between Stanier Way and Derwent Parade, is proposed to be upgraded as part of the A52 Wyvern Transport Improvement scheme (refer to Section 2 for more details). The Wyvern Way / Derwent Parade roundabout is also proposed to be converted into a major signalised crossroad junction as part of the same scheme. The

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proposed tramway would run on-street along the widened Wyvern Way and cross the Wyvern Way / Derwent Parade junction. A new signal phase would be required for the proposed tramway crossing at this junction. A potential tramstop location is indicated along this section to serve the Derby Triangle development and the existing retail park to the north. The location of this tramstop would be determined by the final constructed layout of Wyvern Way and Derby Triangle development.

After crossing the Wyvern Way / Derwent Parade junction, the proposed route crosses an existing mini roundabout to the north. This roundabout could potentially be converted into a signalised crossroad subject to a traffic assessment. The alignment would then turn west to run on-street along Chequers Road. Land- take would be required from the adjacent car park to accommodate the tramway.

General traffic is currently not permitted on an approximately 400m section of Chequers Road, from the mini roundabout to the existing pedestrian footbridge across the A52, as it is restricted to buses, taxies and cycles only. It is envisaged that the proposed tramway could run along this corridor although highway widening would be required to accommodate the tramway (existing highway measures approximately 4.5m wide). After passing the pedestrian footbridge, the proposed route would continue running on-street along Chequers Road towards Cranmer Road industrial estate. The section of Chequers Road beyond the pedestrian footbridge appears to be wide enough for a dual track tramway but this would have to be confirmed by further detailed surveys. A potential tramstop location is indicated just west of the Chequers Road / Downing Road junction to serve The Meadows industrial estate.

The proposed alignment would navigate two tight radii as it approaches Cranmer Road. A potential tramstop is indicated adjacent to the Cranmer Road / Ashlyn Road junction to serve the Cranmer Road industrial estate. The proposed tramway would then continue in a north-westerly direction towards the existing railway. A new railway structure would be required for the tramway to pass under the railway at the end of Cranmer Road. The levels of Cranmer Road may need to be reduced in advance of the new bridge structure to create the height clearance required under the structure to accommodate the tramway overhead line equipment. This could potentially have a knock-on effect on property accesses in the vicinity. The effects to surrounding properties by introducing a new tramway underpass in this area would have to be considered in more detail if this option is taken further.

After passing the railway, the proposed route heads towards Meadow Road where it would re-join the proposed alignment of Option 6A.

4.4.2.2 Tramstops

10 no. tramstop locations have been indicated for Option 6B (i) from the potential park and ride site north of Longmoor Lane. Potential locations include:

 Tramstop to the east of Risley Lane, Breaston  Tramstop to the east of Hopwell Road, Draycott  Tramstop to the west of Station Road, Borrowash  Tramstop to the east of Station Road, Spondon  Tramstop for potential park and ride site south of Megaloughton Lane

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 Tramstop on Stanier Way, Wyvern Business Park  Tramstop on Wyvern Way  Tramstop on Chequers Road  Tramstop on Cranmer Road  Tramstop (terminus) within Derby Assembly Rooms square

4.4.2.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 6B (i):

 Tramway intersects with a total of 13 watercourses over the route, resulting in 13 new short culvert sections  New railway structure over proposed tramway at western end of Cranmer Road  Potential modifications to existing structure over former canal corridor approximately 500m east of Hopwell Road junction  Potential modifications to existing Derby Road (A6005) structure over former canal corridor near Draycott  Potential modifications to existing Station Road structure over former canal corridor in Spondon  Modifications to existing Raynesway junction structures (4 no. in total) over railway

4.4.2.4 Summary of key route issues / constraints

The key issues / constraints for Option 6B (i) include:

 Potential modifications to the existing Derby Road (A6005) structure to accommodate tramway  Modifications to 4 no. existing bridge structures over railway at A52 / Raynesway junction. Potential reconstruction of railway tracks required  Approximately 3km of on-street running tramway along Stanier Way, Wyvern Way, Chequers Road and Cranmer Road. Any highway incidents could potentially delay runtimes  New railway structure over proposed tramway at the western end of Cranmer Road. This could potentially require a vertical realignment of Cranmer Road to create height clearance for tramway, resulting in property access issues  Modifications to existing St. Alkmund’s Way bridge structure over Meadow Road. Potential realignment of Meadow Road and a new retaining structure required for tramway  Potential interface with flood defence proposals as part of ‘Our City Our River’ scheme

4.4.3 Option 6B (iii) – Route to Derby via former Derby and Sandiacre canal corridor and Derby College / Pride Parkway

Drawing numbers MMD-364372-C-DR-DER-XX-0454 to 0462

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4.4.3.1 Tramway alignment

The proposed alignment for Option 6B (iii) diverges from Option 6B (i) to the west of the Raynesway junction where it continues following the railway corridor instead of running on-street along Stanier Way. A potential tramstop location has been indicated at the end of Stanier Way to serve Wyvern Business Park. Land-take would be required from car parks for the commercial properties along Stanier Way to create the tramway corridor on the northern side of the railway. The proposed route would diverge from the railway corridor and turn north after the ‘Pacific House’ property located at the western end of Stanier Way. It should be noted that a significant amount of land-take has been shown for Pacific House. Although the property itself is not envisaged to be affected, its existing parking compound would be substantially reduced in area and possibly require a complete redesign. In addition, the proposed tramway runs in close proximity to the property potentially giving rise to noise and vibration issues.

After the proposed tramway diverges from the railway, it would run segregated along the eastern / northern fringe of the Derby Triangle development. A potential tramstop location is indicated within the development. At the western end of the development, the proposed route would join Derwent Parade and run on-street on the existing bridge structure over River Derwent for a short section before leaving the highway again to run on the northern verge of Derwent Parade. New traffic signals would be required at either end of Derwent Parade bridge to allow the tramway to join and leave the highway. The existing bridge structure would need to be assessed if it is adequate for an operational tramway loading. The photo below shows the existing northern verge along Derwent Parade.

Photo 4.27: Existing northern verge along Derwent Parade

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Two new signalised crossings of the Derwent Parade / Millennium Way and Derwent Parade / Riverside Road roundabouts would be required for the proposed tramway. More details of impacts to existing traffic flows are discussed in Section 7.

A potential tramstop location is shown on the northern verge of Derwent Parade, directly opposite the iPro (Pride Park) stadium. This location is indicative and may not be suitable due to safety issues relating to the high number of people leaving the stadium after events. The close proximity of the tramstop to the stadium may not allow enough time / distance for crowds to disperse after events (with a potential knock-on effect on operation of tram services) and may not be suitable to allow for corralling (formalised queuing) of tram passengers waiting to board. There may be merit in removing this stop altogether to allow a longer walking distance to the upstream / downstream stops. At the same time better queueing facilities could be provided at the Derby Triangle development or Derby train station tramstops to handle crowds more effectively.

The proposed tramway would continue running segregated on the northern verge of Derwent Parade until the Derwent Parade / Pride Parkway roundabout where it would turn north to run along the eastern verge of Pride Parkway. Land-take would be required from the car park of the ‘Store First House’ commercial property. At the Pride Parkway / Roundhouse Road roundabout, the tram alignment would cross Pride Parkway via a new signalised junction to join Roundhouse Road. Subsequently the proposed route would run on-street along Roundhouse Road for approximately 300m towards the Derby railway station / Derby College roundabout. A potential tramstop location is indicated adjacent to the roundabout, in close proximity to the railway station entrance.

The existing Derby railway station / Derby College roundabout layout may require significant reconfiguration to allow the tramway to turn north into Derby College premises. Beyond the roundabout, the proposed tramway runs along an existing car park within the college heading towards an internal service road which runs parallel to a new college building. Besides significant land-take required from the college, the alignment would result in a loss of parking area and reconfiguration of the college internal parking layout / servicing routes. As the proposed route leaves the parking area and advances into the college service road, it would start ascending at an assumed 6% gradient in order to achieve the minimum headroom required to cross the existing railway adjacent to the Pride Parkway structure. Land-take would be required from Network Rail for the construction of this structure. The figure below indicates some of the key dimensions for this structure.

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Figure 4.11: Indicative tramway structure over railway adjacent to Derby College building

As can be seen above in the figure above, the approach ramp structure is positioned very close to the college building so that minimum land-take is required from Network Rail. If more land could be acquired from Network Rail, the structure could potentially be moved slightly further away from the building. If this option is taken forward, a reconstruction of the internal layout of the college building may be necessary as the proposed ramp structure would invalidate any existing building access / exit points onto the service road. The photo below provides an indication of the western façade of the building, which appears to include access doors which might also function as emergency exits from the building.

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Photo 4.28: Indication of Derby College entrance / exit points on western façade (photo taken from Derby station)

The proximity of the ramp structure to the college building may also give rise to other issues such as noise and vibration. In addition, the constrained area between Network Rail land and the college building would also mean a highly complex and challenging construction phase.

Given these complexities, there is a high likelihood that this section of alignment will prove not to be practical. Further development work including consultation with the College and Network Rail would be required to confirm.

After the proposed tramway crosses both the existing railway and Station Approach, it would start descending to existing ground level. Two properties along Siddals Road would have to be demolished to accommodate the tramway. The proposed route would join Siddals Road via a new signalised junction and run on-street towards the Cock Pitt junction. Limited land-take would be required from properties along this section of Siddals Road to accommodate the tramway. The alignment would then cross the signalised junction (refer to Section 7 for more details of traffic impacts) and reach a potential tramstop location indicated under the Westfield (intu) Derby shopping centre car park building. This stop would serve the Derby bus station as well as the shopping centre and offices in the vicinity. The stop is indicated in an area which currently consists of a number of disabled parking bays. It appears that the height clearance of the building structure is adequate to accommodate the tramway and its overhead line equipment although more detailed surveys would be required to confirm. There would need to be a minor realignment of Morledge to accommodate the proposed tramstop.

Beyond the tramstop, the proposed tramway would continue on-street along Morledge and Corporation Street heading towards the Market Place. Existing bus stops, taxi ranks and servicing / parking laybys along Morledge would need to be reconfigured. In addition, the two existing roundabouts would need to be

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signalised or reconfigured into signalised junctions for the tramway. At the Corporation Street / Derwent Street roundabout, the proposed alignment turns west into the Market Place and terminates within the square. A slightly shorter option avoiding use of the square could also be feasible which would terminate instead in Corporation Street in the vicinity of the Council House.

Alternative tramway alignment – from Pride Parkway / Roundhouse Road roundabout to new bridge structure over railway

An alternative alignment indicated on drawings 0460 and 0461 shows the proposed tramway diverging from Option 6B (iii) to cross the Pride Parkway / Roundhouse Road roundabout via a new signalised junction and continuing on the western verge of Pride Parkway. A potential tramstop location for Derby railway station for this alternative alignment is shown to the north of ‘Interfleet Technology’ offices. A footpath currently exists between the ‘Interfleet Technology’ offices and Derby College. This could potentially be improved to become a formal link between the tramstop and railway station. Limited land- take would be required from the compound of the ‘Interfleet Technology’ offices to accommodate the tramstop and also a new footway behind the outbound platform. Beyond the stop, the route would continue along the western verge of Pride Parkway and cross the existing railway and Station Approach on a new structure. The route would then re-join Option 6B (iii). As with Option 6B (iii), this alignment would require demolition of two properties and land-take from properties along Siddals Road. This alternative alignment avoids Derby College and provides a more straightforward route across the existing railway. However there is a slightly longer walking distance between the proposed tramstop and railway station (approximately 200m).

Alternative tramway alignment – from Wyvern Business Park to Pride Parkway / Derwent Parade roundabout

An alternative tramway alignment proposed by Derby City Council is shown on drawings 0455, 0456, 0458 and 0459. This alignment continues alongside the railway corridor instead of turning north into the Derby Triangle development. A potential tramstop location is indicated on the southern fringe of the development. The proposed tramway would subsequently cross River Derwent on a new structure and proceed towards Pride Parkway. A potential tramstop location is indicated just prior to Pride Parkway which would cater for the iPro (Pride Park) stadium. This stop is located approximately 800m away from the stadium and would allow for better dispersal of crowds after major events. Queue management measures could also be put in place at this potential stop due to ample space available around the stop.

Beyond the tramstop, the proposed tramway turns north and subsequently joins Pride Parkway via a new signalised junction. Land-take would be required from the car park of ‘Derby Audi’ garage to accommodate the tramway travelling on the eastern side of Pride Parkway. The alignment runs on-street for a short section along Pride Parkway and crosses the existing Pride Parkway / Royal Way roundabout via a further signalised junction. After crossing the roundabout, the route would continue along the eastern verge of Pride Parkway and cross Derwent Parade via another new signalised junction. This alternative alignment would then re-join the Option 6B (iii) alignment after crossing Derwent Parade.

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The alternative route outlined above avoids Derwent Parade completely but still provides a tramstop within walking distance to the iPro (Pride Park) stadium. This therefore offers an apparent merit over Option 6B (iii) where the proposed alignment runs in front of the stadium and tram services could potentially be disrupted after major events due to large crowds preventing the tram from travelling at normal line speed. This alternative alignment would however require a short section of on-street running along Pride Parkway and potentially complicated signalised crossings of two existing roundabouts – Pride Parkway / Royal Way / Orient Way and Pride Parkway / Derwent Parade / Locomotive Way roundabouts.

4.4.3.2 Tramstops

6 no. tramstop locations have been indicated for Option 6B (iii) from where it diverges from Option 6B (i) at Stanier Way. Potential locations include:

 Tramstop at the end of Stanier Way to serve Wyvern Business Park  Tramstop within Derby Triangle development  Tramstop adjacent to Derwent Parade, opposite iPro (Pride Park) stadium  Tramstop on Roundhouse Road in front of Derby railway station  Tramstop under Westfield (intu) shopping centre for Derby bus station  Tramstop (terminus) in Assembly Rooms square

4.4.3.3 Structures

The following new structures and modifications to existing structures to accommodate the tramway have been identified for Option 6B (iii):

 New structure over existing railway and Station Approach with approach ramp structure adjacent to Derby College. For alternative alignment following Pride Parkway, the new structure would be adjacent to the existing Pride Parkway structure and avoid Derby College  Potential modifications to Derwent Parade bridge required  For alternative alignment to the south of iPro (Pride Park) stadium, a new structure over River Derwent is required

4.4.3.4 Summary of key route issues / constraints

The key issues / constraints for Option 6B (iii) include:

 Land-take required from commercial properties along Stanier Way to create tramway corridor to the north of railway  Potential modifications to Derwent Parade bridge to accommodate tramway  Potential interface with flood defence proposals as part of ‘Our City Our River’ scheme  Proposed tramway and tramstop in close vicinity to iPro (Pride Park) stadium – crowds after major events may overspill onto tramway and affect reliability of tram service

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 Significant land-take required from Derby College and Network Rail for tramway infrastructure. The approach ramp for bridge over railway is very close to western façade of college building affecting all existing accesses / exits on this side of the building  New structure over existing railway  Demolition of two properties along Siddals Road  On-street running along Morledge – reconfiguration of existing taxi, bus and servicing laybys required to accommodate tramway

4.4.4 Option 6B (iv) – Route to Derby via former Derby and Sandiacre canal corridor and adjacent to River Derwent

Drawing numbers MMD-364372-C-DR-DER-XX-0454 to 0462

4.4.4.1 Tramway alignment

The proposed route for Option 6B (iv) diverges from Option 6B (iii) at the southern end of the Derwent Parade bridge over River Derwent. The alignment turns west after the bridge and proceeds to run along the southern bank of River Derwent. An existing footpath which runs along the southern bank would need to be realigned to run alongside the tramway. It should be noted that approximately 1.3km of the proposed alignment of this route conflicts with flood defence measures proposed as part of the ‘Our City Our River’ scheme. Details of the proposed flood defence measures are not currently available. If this option is taken forward, more work would be required to assess the interface between the flood defence works and the tramway in order to develop a more robust alignment.

A potential tramstop location for the iPro (Pride Park) stadium is indicated to the north of Millenium Way. An existing footpath exists between the ‘Crown Decorating Centre’ and ‘Zibrant’ premises which could be formalised into a link between the tramstop and the stadium. This tramstop is approximately 250m away from the stadium and as discussed in Section 4.5.3.1 (alternative tramway alignment), the increased distance of the tramway and tramstop from the stadium would reduce the possibility of tram services being affected by crowds after major events. A further tramstop is indicated to the north of the ‘David Lloyd’ premises to serve Derby railway station. This potential stop is approximately 400m away from the station.

The proposed tramway subsequently continues in a westerly direction and crosses the existing railway on a new structure to the north of the existing Pride Parkway structure. After crossing the railway, the tramway would run segregated on the northern side of Station Approach. An existing watercourse / canal in this corridor would have to be culverted subject to Environment Agency approval. As the alignment approaches the Cock Pitt junction, it would cross Station Approach onto Siddals Road via a new signalised junction. An existing property on Siddals Road would have to be demolished to accommodate the tramway. The proposed route then crosses Traffic Street at the signalised junction and re-joins Option 6B (iii).

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4.4.4.2 Tramstops

2 no. tramstop locations have been indicated for Option 6B (iv) from where it diverges from Option 6B (iii) at the Derwent Parade bridge. Potential locations include:

 Tramstop to the north of Millenium Way to serve Wyvern Business Park  Tramstop to the north of ‘David Lloyd’ premises to serve Derby railway station

4.4.4.3 Structures

The following new structures have been identified for Option 6B (iv):

 New structure over railway to the north of existing Pride Parkway structure  New culvert structure for watercourse / canal to the north of Station Approach

4.4.4.4 Summary of key route issues / constraints

The key issues / constraints for Option 6B (iv) include:

 Proposed alignment conflicts with flood defence measures proposed as part of ‘Our City Our River’ scheme  New structure over existing railway

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5 Key Environmental issues

5.1 Introduction

A series of route extensions to the existing Nottingham Express Transit (NET) network were reviewed as part of an initial option review conducted in December 2015. These route options were subject to a high level environmental constraints appraisal which considered the broad environmental risks associated with each route option. An extension of the NET line, regardless of the route, would have the potential to impact upon important environmental and ecological receptors. The proposed extension would be subject to a Transport and Works Act Order (TWAO). As part of the TWAO consenting process, environmental consideration would be required; this would almost certainly include an Environmental Impact Assessment (EIA).The opportunity has therefore been taken at this optioneering stage to consider the various options, identified during the initial options review, against key environmental constraints.

5.2 Methodology

The analysis of potential environmental issues is described below in two parts. The first section (5.4 below) identifies and summarises the key environmental constraints pertaining to each route option. The second section (5.5) describes a risk assessment and scoring exercise for the construction and operational phases of each of the proposed routes.

5.2.1 Identification of key environmental constraints

This High level desk-based appraisal has been undertaken to support the route optioneering. The following methods and data sources were implemented in the assessment of the route options:  A review of the existing designated sites and features within 2km of the proposed route  A review of the information regarding local and national policy, planning and frameworks, and action plans from a range of data sources including: Multi-Agency Geographic Information for the Countryside (MAGIC) (http://magic.defra.gov.uk/) and the Joint Nature Conservation Committee (JNCC) (http://jncc.defra.gov.uk/).  The Environment Agency website  Current OS (Landranger 109) and aerial photography  English Heritage – National Heritage List for England  Derbyshire County Council  South Derbyshire District Council  North West Leicestershire District Council  Erewash Borough Council  Broxtowe Borough Council  Biological records data (Leicestershire, Derbyshire and Nottinghamshire County Council)

The baseline environmental data was also captured within a constraints map produced using a Geographic Information System (GIS), ArcGIS version 10.3. The constraints map is shown on drawing MMD-364372- C-DR-SW-100-0004 in Appendix D. Table 5.1 contains a list of environmental constraints considered in this study.

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The key environmental constraints are considered for each option in the summary Table 5.2 and are appraised against the following topics:  Air Quality  Noise and Vibration  Historic Environment  Land Allocations  Ecology  Water Environment

Table 5.1: Environmental Constraints included within the search Designation/Feature Search Area Description Included/Excluded Radius (Metres) Notes on constraint Agricultural Land Class (2-4) Included 250 Air Quality Management Included 250 Areas Ancient Woodland Included 250 Conservation Areas Included 250 Country Park Included 250 Conservation Area Included 250 Flood Zone 2 Included 250 Flood Zone 3 Included 250 Greenbelt Included 250 Invasive Species Included 2000 Land Allocations – Allocated Included 250 Housing Listed Buildings Grade I Included 250 Listed Buildings Grade II* Included 250 Listed Buildings Grade II Included 250 Local Nature Reserve (LNR) Included 250 Local Wildlife Site Included 250 National Nature Reserve Included 2000 Not within site extent (NNR) Noise Action Planning Included 250 Important Areas Overhead Power Lines Included 250 Protected Species Included 2000 RAMSAR Site Excluded 2000 Not within site extent Registered Battlefields Excluded 250 Not within site extent Scheduled Monuments Included 250 Special Area of Excluded 2000 Not within site extent Conservation (SAC) Special Protection Area Excluded 2000 Not within site extent Site of Special Scientific Included 2000

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Designation/Feature Search Area Description Included/Excluded Radius (Metres) Notes on constraint Interest (SSSI) World Heritage Sites Included 250

5.3 Limitations

As the project is in its early stages of development, the full detail of the proposed development is, at present, not currently known. Furthermore, this appraisal is based on route options made available in this study and contains some information on environmental constraints obtained through open source datasets and county data records centres. Therefore, this report does not contain information on all possible environmental features/receptors within the study area. The environmental constraints highlighted in this section should therefore be reviewed and subject to further investigation as part of the process of confirming preferred route options and developing more detailed proposals.

5.4 Results

5.4.1 Key environmental constraints

Table 5.2 provides a summary of the key environmental constraints for each of the proposed route options. It should be noted that all commentary and risk scoring for each of the options below does not consider whole route options. Instead it is based on the relevant route option section between the points where it diverges from and re-joins other options (as shown in Overview drawing 0001 included in Appendix A). A brief explanation of each of the potential environmental constraints along with the potential risks involved with each option is also provided below.

Air Quality

At this stage, the effects of the proposed route options on Air Quality are considered in terms of potential effects on Air Quality Management Areas (AQMA). These are areas designated by local authorities under the Environmental Act 1995, as falling short of the Air Quality Regulations (2000) and ambient air quality directive (2008/50/EC) which set binding limits for concentrations of air pollutants that impact public health.

Where an AQMA is designated, local planning authorities have a statutory duty to work towards an action plan putting in place pollution reduction measures. Any new development must give consideration to air quality and the removal of impacts arising from that development. The local planning authority should be consulted where routes have the potential to impact upon AQMA and an air quality assessment may be required as part of the consenting process. Appropriate air quality management measures will be expected to be incorporated within a Construction Environmental Management Plan (CEMP).

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Noise and Vibration

The effects on noise and vibration need to be considered when new developments may create additional noise and when new developments would be sensitive to the prevailing acoustic environment. The Environmental Noise (England) Regulations 2006 (ENR), as amended, designed to implement the Environmental Noise Directive (2002/49/EC) in England, includes the adoption of noise action plans, aimed at managing and reducing noise. At this stage routes are highlighted as having the potential to have effects on the local noise environment where the route passes close to potentially sensitive residential receptors and Noise Action Planning Important Areas (areas identified where noise is already a concern under the ENR).

If the proposed route is likely to have an effect on noise and vibration levels, then the local authority environmental health officer would need to be consulted as part of the consenting process and it would be likely that appropriate measures would need to be incorporated into a CEMP.

Historic Environment

This section refers to the effects that the proposed route options might have on the historic environment. At this stage, this is considered to be listed buildings, Conservation areas, scheduled monuments and world heritage sites. Under the National Planning Policy Framework and Heritage Assets (2014), the proposed route developments would be required to protect and enhance our historic environment and, as such should be sensitive to the wider conservation, cultural, economic and environmental needs, integrity and authenticity of these sites and their surrounding areas.

Land Allocations

This section considers local authority greenbelt, agricultural land and land allocated for housing. Agricultural land is classified into grade based on the quality of the land Grade 1 being ‘excellent’ and Grade 5 being ‘poor’. Any proposed development should be considered within the National Planning Policy Framework and guidance within the Planning Practice Guidance (PPG), and where the proposed route has the potential to impact upon land allocations, consultation with the local planning authority would be required to determine the extent on the impacts as well as what compensation/mitigation actions would be required.

Ecology

The proposed developments must comply with all relevant international, European and United Kingdom nature conservation legislation. The key piece of UK legislation is the Wildlife and Countryside Act 1981 (WCA) which consolidates (and amends) existing national legislation in order to implement the Convention on the Conservation of European Wildlife and Natural Habitats (Bern Convention) and Council Directive 79/409/EEC on the Birds Directive in the UK.

This section considers the impacts that the proposed route options would have on designated sites, as well as protected and notable species known to be present within the area. Where it is found that a route option

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has the potential to impact upon these ecological constraints it is necessary that further development is conducted in line with the relevant policy and legislation. This may result in further surveys and could require mitigation or compensation in some instances.

Water Environment

Here the potential effects of the proposed routes are considered with regards to local water bodies and Flood Risk Zones 2 and 3. Flood Risk Zones are areas at risk of flooding where Zone 2 refers to land with a ‘medium flood risk’ (i.e. between 1:100 and 1:1000 annual chance of flooding) and Zone 3 refers to land with a ‘high’ probability of flooding (i.e. greater than 1:100 annual chance of flooding).

Where a proposed route has the potential to impact upon the local water environment, a flood risk assessment would be required along with consultation with the Environment Agency in accordance with the Flood Risk Regulations 2009.

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Table 5.2: Summary of key environmental constraints associated with each proposed route Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment Option 1 – Not within Not within noise action No listed buildings, conservation This route passes through No SSSI’s within 2km of A small area Toton P&R AQMA planning important areas or scheduled monuments Broxtowe District Greenbelt route towards the west of to HS2 Hub areas. within 250m of proposed route: land. Development within No SSSI’s designated for this route is greenbelt areas will require bats within 10km of route surrounded by further justification in the Flood Zones 2 and consenting process. 3. A flood risk This route has the potential assessment and to affect the Toton Fields consultation as well This route also passes through a Local Nature Reserve (LNR) as agreement with proposed development site, to which sits 100m to the south the EA will be the west of Toton Lane of the route. required before Stapleford Nottinghamshire. building within Flood Zones. This route intersects the Sections of this route pass Toton Sidings LWS. through agricultural land grades 2 and 3, as such, further justification may be required in There are several records of the consenting process both protected and invasive species within 250m of this route option. Option 2 – Not within Not within noise action Potential effect on: This route passes through This route passes within 2km Areas of this route HS2 Hub to AQMA planning important Listed buildings Broxtowe District Greenbelt of the Attenborough Gravel are surrounded by Long Eaton areas. land. Development within Pits SSSI. These sites are Flood Zones 2 and Potential air  Grade II* listed building, quality effects Potential for noise and greenbelt areas will require protected by UK law and 3. A flood risk The Hall, Long Eaton (60m further justification in the further work should be assessment and as the route vibration effects on from route) passes residential receptors consenting process. carried out in order to consultation as well through the where route passes  Grade II* listed building, determine the extent that this as agreement with residential through Long Eaton. Midland Bank (20m from route option would affect this the EA will be route) Sections of this route pass site. Where any potential required before area of Long through agricultural land grade Eaton.  Grade II listed Building, 38 impacts are identified, building within 2, as such, further justification consultation with the local Flood Zones. & 40 Market place (12m may be required in the from route) planning authority and consenting process Natural England would be  Grade II listed building, required. war memorial (14m from

route) This route has the potential  Grade II listed building, to affect the Toton Fields Halifax building society Local Nature Reserve (LNR) (20m from route). which sits 100m to the south  Grade II* listed building,

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment Church, (50m from route). of the route.  Grade II listed building, warehouse (160m from There are several records of route) both protected and invasive A 350m section of the route passes species within 250m of this through Long Eaton conservation route option. area. This route option passes within 250m of several LWS and intersects the Toton Sidings Riverside LWS. Option 3A – The majority Passes through a noise Potential effect on: This route does not pass This route passes within Areas towards the Route to of this route important area towards Listed buildings through Greenbelt land. 90m of the Golden Brook south of this route EMA via passes within the north of this route Storage Lagoon LWS. are surrounded by north Long 250m of an where it nears the M1.  Grade II listed building, Flood Zones 2 and West park gates (150m Sections of this route pass Eaton AQMA Potential for noise and 3. A flood risk (Petersham (declared for from route) through agricultural land grades There are several records of assessment and vibration effects on 2 and 3, as such, further protected and invasive Road) nitrogen residential properties consultation as well dioxide) with justification may be required in species within 500m of this as agreement with located close to the the consenting process route. certain route. the EA will be sections required before passing building within within 10m. Flood Zones. Potential air quality effects on sensitive residential receptors along this route. Option 3B – The majority Passes within 50m of a No Important historic assets This route passes through This route passes through The area of this Route to of this route noise important area identified at this stage. Erewash District Greenbelt land. the Golden Brook Storage route around EMA via passes within towards the north of the Development within greenbelt Lagoon LWS. Breaston Fields potential 50m of an route. areas will require further farm passes within P&R site AQMA justification in the consenting Flood Zones 2 and Potential for noise and There are also several adjacent to (declared for vibration effects on process. 3. A flood risk M1 and nitrogen records of both protected assessment and residential properties and Invasive species within north Long dioxide). located close to the route consultation as well Eaton Potential air Sections of this route pass 250m this route. as agreement with (following quality effects through agricultural land grades the EA will be M1 corridor) on sensitive 2 and 3, as such, further required before justification may be required in

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment residential the consenting process building within receptors Flood Zones. along this route. Option 3B(i) Not within Not within noise action No Important historic assets This route passes through The route passes within 2km The route passes – Route to AQMA. planning important identified at this stage. Erewash District Greenbelt land. of the Lockington Marshes within Flood Zones EMA via areas. Located adjacent Development within greenbelt SSSI (located approximately 2 and 3. A flood Church to the noisy M1 areas will require further 1325m east of the route at risk assessment Wilne motorway. justification in the consenting the nearest point). This site and consultation, Water process. is protected by UK law and as well as Treatment further work should be agreement with the Works carried out in order to EA will be required Sections of this route pass determine the extent that this before building through agricultural land classed route option would affect this within Flood Zones. as grade 3. As such, further site. Where any potential justification may be required in impacts are identified, the consenting process. consultation with the local planning authority and Natural England would be required.

St. Chard’s Water LNR is approximately 1670m west of the route. Option 3C – A small Passes within 100m of Potential effect on: This route passes through This route passes within 2km Large sections of Route to section of this two noise important area. Listed buildings Erewash District Greenbelt land. of two SSSI’s, the this route, covering EMA via route Development within greenbelt Attenborough Gravel Pits Long Eaton to Potential for noise and  Grade II listed building, Long Eaton (between J24 vibration effects on areas will require further and Lockington Marshes. Lockington, are Long Eaton lock (249m and West and J23a of residential properties justification in the consenting These sites are protected by surrounded by Park the M1) located close to the route from route) process UK law and further work Flood Zones 2 and passes within should be carried out in 3. Areas. A flood  Grade II Listed building, 100m of an order to determine the extent risk assessment AQMA library and gates, (39m This route also passes through a that this route option would and consultation as (declared for from route) proposed development site, to affect these sites. Where any well as agreement the north east of the west nitrogen  Grade II listed building, potential impacts are with the EA will be dioxide) midlands airport. identified, consultation with required before School, (26m from route) Potential air the local planning authority building within quality effects  Grade II listed building, Sections of this route pass and Natural England would Flood Zones. on sensitive Milepost (214m form through agricultural land grades be required. residential route) 2 and 3, as such, further receptors justification may be required in  Grade II* listed building, This route also passes within along this the consenting process

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment route. Midland Bank (20m from 10m of the Fox Covert LNR. route)  Grade II listed Building, 38 There are several records of & 40 Market place (12m invasive and protected from route) species within 250m of this route option.  Grade II listed building, war memorial (14m from route)  Grade II listed building, Halifax building society (20m from route).  Grade II* listed building, Church, (50m from route).  Grade II listed building, warehouse (160m from route) A 60m section of the route passes through Long Eaton conservation area. The route also passes within 250m of Sawley conservation area. Option Not within an Not within noise action Potential effect on the following Sections of this route pass The Donington Park SSSI is Large sections of 3C(ii) – AQMA. planning important listed buildings: through agricultural land classed located approximately this route to the Route to Potential air areas. - Grade II listed building, as Grade 3. As such, further 1,500m west of the route. north of Castle EMA via quality effects Potential for noise and Hemington House, justification may be required in The Lockington Marshes Donington pass Castle as the route vibration effects on approximately 165m west the consenting process. SSSI is located through areas of Donington passes proposed residential of the route; Land is allocated for housing on approximately 1,615m east Flood Zone 3. A through properties located close - Grade II listed feature the east side of Castle of the route. flood risk proposed to the route. Milepost at OS SK 448284 Donington (the “Castle These sites are protected by assessment and residential is adjacent to the route; Donington Park Lane” UK law and further work consultation as well areas of - Grade II listed feature development”. To the north of should be carried out in as agreement with Castle Milepost at OS SK 432258 Castle Donington, the route order to determine the extent the EA will be Donington adjacent to the route; and passes through an area that this route option would required before Park Lane. - Grade II listed building allocated for employment use. At affect these sites. Where any building within Coppice Lodge, the west end of the East potential impacts are Flood Zones. approximately 165m west Midlands Airport runway, the identified, consultation with of the route. route passes through a Public the local planning authority Safety Zone. and Natural England would To the south of the airport, the be required.

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment route passes through an area designated for airport development. Option 3F – Not within an Passes approximately Potential effect on: The route passes The route passes within 2km The route passes Route to AQMA. 140m north of a noise through/adjacent some land of two SSSIs: Attenborough within Flood Zones EMA via important area allocated for employment use Gravel Pits (approximately 2 and 3. A flood Potential air Listed buildings: Fields Farm quality effects associated with Trent and adjacent to land allocated 1020m east of the route) and risk assessment Road and as the route Colleges off Trent Lane. - Grade II listed feature, for housing along the railway Lockington Marshes and consultation, Long Eaton passes Potential for noise and War Memorial to 6 metres corridor to Toton. (approximately 1,185m as well as railway through vibration effects on south west of St At the western extreme of the south-east of the route). agreement with the station proposed residential properties Laurence’s Church route, it enters an area of These sites are protected by EA will be required residential located close to the (approximately 240m west Greenbelt. UK law and further work before building areas of Long route. of the route); should be carried out in within Flood Zones. - Grade II* listed building These allocations are by order to determine the extent Eaton and Erewash District Council. Toton. The Hall (approximately that this route option would 230m west of the route); affect these sites. Where any - Grade II listed building J potential impacts are and H Lacey Warehouse identified, consultation with (approximately 150m west the local planning authority of the route); and Natural England would - Grade II* Church of St be required. Laurence and St James (approximately 210m west of the route); The Forbes Hole LNR is - Grade II listed building located adjacent to the route. Halifax Building Society (approximately 240m west The route passes within 2km of the route); of the Fox Covert, Toton - Grade II listed building 38 Fields, St. Chad’s Water and and 40, Market Place Manor Farm, Long Eaton (approximately 235m west SSSIs. of the route); - Grade II listed feature Tamworth Road Bridge (SPC6 19) (along the proposed route); and - Grade II listed feature Long Eaton Canal Bridge (SPC6 20) (approximately 110m south of the route).

Scheduled Monuments:

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment - Roman Fort 200yds (182m) E of All Saints’ Church approximately 200m south of the route. Option 4 – Not within Not within noise planning Potential effect on: This route does not pass This route passes within 2km The area EMA to AQMA important area. Listed buildings through Greenbelt land. of the Donnington Park surrounding this Donington SSSI. These sites are route does not Park  Grade II listed building, protected by UK law and pass within 250m Coppice lodge (110m from Sections of this route pass further work should be of a flood zone. route) through agricultural land grade carried out in order to 4, as such, further justification determine the extent that this may be required in the route option would affect this consenting process site. Where any potential impacts are identified, consultation with the local planning authority and Natural England would be required. Option 5 – Where route Passes through a noise Potential effect on: This route passes through Towards the east end of this Sections to the HS2 Hub to crosses the important area towards Broxtowe & Erewash District route it passes within 200m east of this route Listed buildings potential M1 it passes the west of this route Greenbelt land. Development of the Fox Covert LNR and are surrounded by P&R site within 50m of where it nears the M1.  Grade II listed building, within greenbelt areas will passes through the Erewash Flood Zones 2 and adjacent to an AQMA Potential for noise and beech house (175m from require further justification in the Canal LWS. 3. A flood risk M1 (declared for vibration effects on route). consenting process. assessment and nitrogen residential properties  Grade II listed building, consultation as well dioxide). bridge (190m from route) There are several records of as agreement with located close to the route Sections of this route pass invasive and protected Route also  Grade II listed building, the EA will be through agricultural land grades species within 250m of this passes along lock keepers cottage required before 2 and 3, as such, further route option. a residential (200m from route) building within justification may be required in area.  Grade II listed building, Flood Zones. the consenting process. Potential air Sandiacre Lock (210m quality effects from route) on sensitive A 220m section of the route passes residential through Sandiacre conservation receptors. area. Option 6A – Passes Several sections of this Potential effect on: This route passes through Towards the east end of this Areas of this route Route to through route pass through noise Broxtowe, the city of Derby & route it passes within 200m are surrounded by Listed buildings Derby via AQMA planning important areas Erewash District Greenbelt land. of the Fox Covert LNR. Flood Zones 2 and A52 (declared for (~3.5km) with two large  Grade II listed building, Development within greenbelt 3. A flood risk nitrogen sections in the Sandicare beech house (175m from areas will require further assessment and dioxide) in and Spondon areas. route). justification in the consenting There are several records of consultation as well two short invasive and protected as agreement with

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment sections of Potential for noise and  Grade II listed building, process. species within 250m of this the EA will be the route vibration effects on bridge (190m from route) route option. required before (along the  Grade II listed building, building within residential properties Sections of this route pass A52 at lock keepers cottage Flood Zones. located close to the route through agricultural land grade Spondon (200m from route) 4, as such; further justification Derby ring  Grade II listed building, road). may be required in the Sandiacre Lock (210m consenting process. Potential air from route) quality effects  Grade II listed building, on sensitive Farmhouse & Barn (60m residential from route) properties  Grade II* listed building, bridge and gateway (150m from route)  Grade II listed building, Risley hall (200m from route)  Grade II listed building, Cottage at Draycott house (170m from route)  Grade II listed building, Bobbin Milepost (220m from route).  Grade II listed building, Manor farm (170m from route)  Grade II listed building, Former coachhouse & Homstead with Gatepiers(200m from route)  Grade II listed building, Church (200m from route) The proposed route also passes within 50m of both the Sadiacre and Risley conservation areas

Option 6B(i) Passes within Towards Derby, several Potential effect on: This route passes through This route option passes Areas of this route – Route to 100m of an sections of this route Broxtowe, the city of Derby & within 250m of several LWS are surrounded by Listed buildings Derby via AQMA pass within 50m of noise Erewash District Greenbelt land. including the former Flood Zones 2 and former (declared for important areas  Grade II listed building, Development within greenbelt Shardlow Sewage Works 3. A flood risk Derby and nitrogen Potential for noise and Nooning bridge (85m from areas will require further and River Derwent. assessment and

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment Sandiacre dioxide) in vibration effects on route) justification in the consenting consultation as well canal two short residential properties process. as agreement with  Grade II listed building, There are several records of corridor and sections of located close to the the EA will be Rock house (140m from invasive and protected Chequers the route route. required before route) species within 250m of this Road (along the Sections of this route pass building within route option. A52 at  Grade II listed building, through agricultural land grade Flood Zones. Spondon and Canal bridge (10m from 2, 3 and 4, as such; further the Derby site) justification may be required in the consenting process. ring road).  There is also a cluster of Potential air 70 Grade I,II & II* listed quality effects buildings within 5- 250m of on sensitive the proposed route as the residential route approaches Derby properties The proposed route also passes through Breaston conservation area. Furthermore, the proposed route passes within 25m of the Derwent valley mills world heritage site. Option This route Not within noise planning Potential effect on: This route does not pass Approximately 220m south The majority of this 6B(iii) – passes important area. However, through Greenbelt land. of this route near pride park route is surrounded Listed buildings Route to through an there is the potential for sits the Sanctuary LNR. by Flood Zones 2 Derby via AQMA noise and vibration  There is a cluster of 70 Current plans to build a cycle and 3. A flood risk former (declared for effects where the Grade I,II & II* listed This route passes alongside the track on this site should also assessment and Derby and nitrogen proposed route passes buildings within 20- 250m Derby Triangle proposed be considered before consultation as well Sandiacre dioxide) at close to residential of the proposed route as development. development progresses. as agreement with canal the Derby properties and a nursery the route approaches This route also passes the EA will be corridor and ring road. school. Derby Sections of this route pass through the Derwent River required before Derby This site also passes within 50m of through agricultural land grade LWS. building within College / the Derwent valley mills world 4, as such, further justification Flood Zones. Pride heritage site. may be required in the Parkway There are several records of consenting process invasive species within 250m of this route option and protected species within 500m of this route option. Option This route Not within noise planning Potential effect on: This route does not pass This route passes through The entirety of this 6B(iv) – passes important area. through Greenbelt land. the Derwent River LWS. route is surrounded Listed buildings Route to through an by Flood Zones 2 Derby via AQMA  There is a cluster of 10 and 3. A flood risk This route passes alongside the There are several records of former (declared for Grade II & II* listed assessment and Derby and nitrogen Derby Triangle proposed invasive and protected consultation as well buildings within 20- 250m development. species within 250m of this Sandiacre dioxide) at of the proposed route as as agreement with canal the Derby route option. the EA will be

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Route Water Air Quality Noise & Vibrations Historic Environment Land Allocations Ecology Option Environment corridor and ring road. well as a Grade II listed Sections of this route pass required before adjacent to building, Derwent Bridge through agricultural land grades building within River within 14m of the 4, as such, further justification Flood Zones. Derwent proposed route. may be required in the consenting process

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5.5 Risk assessment and option scoring

5.5.1 Background

Risk assessment is the procedure in which the risks posed by inherent hazards involved in processes or situations are estimated either quantitatively or qualitatively. Risks can arise during feasibility, design, construction and final use. Risk assessment of the proposed development involves the identification of the inherent hazards at every stage and an estimation of the risks posed by these hazards. Risk is estimated by incorporating a measure of the likelihood of the hazard actually causing harm and a measure of the severity of harm in terms of the consequences to people or the environment.

During this feasibility stage, details of the proposed scheme and environs may be limited with an inherent cautious assumption when assigning level of risk to potential hazards.

As an infrastructure scheme the risk assessment will take note of the Design Manual for Road and Bridges (DMRB Volume 11, Section 3 Part 4) and the Chartered Institute of Ecology and Environmental Management (CIEEM) guidance on environmental and ecological constraints.

The risk assessment will be based upon qualitative assessment of the potential influence the hazards/constraints, identified in section 5.4.1, could have on the deliverability of the proposed routes, principally:  Air Quality  Noise and Vibrations  Historic Environment  Land Allocations  Ecology  Water Environment

5.5.2 Scoring criteria and environmental risk mapping

For each route option identified constraints based upon the following sources will be assessed based upon proximity (on or within 250m, or in the case of SSSI’s 2km) from which a qualitative assessment of the potential impact ranging from significant negative effect (-5) to significant positive effect (+5) will be assigned for each constraint.

This will be applied to Construction Phase and Operational Phase with an additional modifier to account for mitigation, significant mitigation required (-5) to no mitigation required (+5) and long term improvement, none/negligible (-5) to significant improvement.

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A summary table detailing the risk scores for each of the proposed routes can be found in Table 5.4, with full details of the risk scoring in Appendix F. An environmental risk map “MMD-364372-C-DR-SW-100- 0007” (see Appendix D) was also produced utilizing the risk scores identified for each of the route options in Table 5.3, whereby the route options were divided into four distinct risk ratings (‘Low’, ‘Medium’, ‘High’ and ‘Very High’) based on their overall score for both the construction and operational stages of development. A breakdown of the risk ratings is given in Table 5.3 below:

Table 5.3: Breakdown of Risk Rating Based of Environmental Risk Scores Risk Score Risk Rating -1 to -15 Low -16 to -25 Medium -26 to -35 High -36+ Very High

It should be noted that this risk analysis is intended as an aid to route option comparison only, against the environmental issues listed as under consideration at this stage based on desktop study. It is not intended to indicate the likely level of environmental impact for any of the routes. In particular, we highlight that some of the route option sections considered are longer than others and therefore more likely to pass through a higher number of environmental constraints.

A broad background explanation of the possible risks at both the construction and operational stages can be found below.

Air Quality Construction Where a route passes within a residential area or through an AQMA, likely negative significant effects may arise through increased air pollution (i.e. increase in particulate levels and emissions form construction vehicles).

Operational At this stage it is not possible to determine the net effects that the operational phase will have on each of the proposed routes and will require further investigation. As such, at this stage routes have been score as having marginal negative effects.

Noise and Vibration Construction Where a route passes through or close to residential areas or areas designated as Noise Important Action Planning Areas, there is the potential for the routes to have a significant negative noise and vibrational effects occurring from construction works and machinery.

Operational Mitigation measures could reduce the risk of the effects of the proposed routes during the operational stage, however at this stage it is not possible to determine the net effects that the operational phase will

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have on each of the proposed routes and will require further investigation. As such, at this stage routes have been score as having marginal negative effects.

Historic Environment Construction Where a route passes through or close to a conservation area, listed building, scheduled monument or world heritage site, it has the potential to cause significant negative effects during the construction phase and may impact upon the cultural integrity of the site.

Operational Once construction is complete there is still likely to be significant negative effects from the proposed route, although mitigation sympathetic to the cultural needs of the site may lessen these effects in some areas. However more detailed surveys will be required to more accurately determine these effects.

Land Allocations Construction During the construction phase, where the proposed routes pass through greenbelt or agricultural land it is anticipated that there would be some negative effects (i.e. through building on greenbelt and removing agricultural land from production). Where route pass close to land allocated for housing, there may be significant negative effects during the construction.

Operational Any effects incurred from building on greenbelt or agricultural lands during the construction phase are likely to remain during the operational phase, although mitigation may lessen these effects. In areas where the routes pass through land allocated for housing there could be non-significant positive effects (i.e. from increased transportation). However, more detailed surveys would be required to fully determine the effects of the proposed routes on land allocations.

Ecology Construction Where a route passed through a designated site it is likely to have significant negative effects on the local ecology of the site (i.e. construction works may cause the destruction/disturbance of habitats and loss of protected species and biodiversity from the local ecosystem).

Operational During the operational stage, there is likely to be low to moderate negative effects due to disturbance from the route (i.e. from lighting and noise). In some cases, mitigation might lessen these effects so that the route has a net negligible of non-significant effect on ecology, however more detailed surveys would be required.

Water Environment Construction

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During the construction phase there could be potential negative effects due to ground disturbance as well as effects of the construction on water quality.

Operational There is the potential for significant negative effects during the operational phase, particularly where new routes bisect flood risk zones. More detailed surveys including a full flood risk assessment would be required in order to fully determine the extent of these effects.

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Table 5.4: Summary of Option Risk Scoring Matrix Option Section length (km) Risk Score Summary Short Extension Options Option 1 1.6 -11 This route option was the lowest (i.e. best) scoring option for potential environmental risks with non-significant negative effects on air quality, land allocations and ecology during both the operational and construction phase. Option 2 1.4 -35 This route option scored relatively highly for environmental risk with potential significant negative effects on both the historic and water environment. Option 5 2.3 -39 This route option scored relatively highly for potential environmental risks with potential significant negative effects on noise and vibrations, historic environment, and ecology. Options to East Midlands Airport / Donington Park Option 3A 2.2 -24 This route option has the potential for significant negative effects on noise and vibrations as well as water environment during both the construction and operation stages. Option 3B 2.7 -26 This route option has the potential for significant negative effects on the water environment during both the construction and operation stages. Option 3B (i) 1.8 -16 This route option has the potential for significant negative effects arising from water resources associated with areas of flood risk during both construction and operational phases. Option 3C 11.5 -39 This was the highest scoring route option in terms of potential environmental risks, with potential significant negative effects on both the historic and water environments as well as ecology. This route also scored relatively highly for air quality and noise and vibrations. Option 3C (ii) 10.5 -31 Significant effects have the potential to arise from water resources during both construction and operational phases associated areas of flood risk. In addition, during the construction phase, the setting of listed buildings have the potential to be affected as they are adjacent to the scheme route. Option 3F 5.4 -31 Significant effects have the potential to arise from water resources during both the construction and operational phases associated with flood risk. The route also passes adjacent to a Local Nature Reserve and crosses over a listed bridge, which have the potential to be affected during both construction and operational phases. Option 4 4.3 -12 This was the second lowest scoring route option for potential environmental risk with non-significant negative effects on ecology, land allocations, historic environment and air quality. Options to Derby Option 6A 13.9 -34 This route option has the potential for significant negative effects on noise and vibrations as well as water environment during both the construction and operation stages. Option 6B (i) 13.1 -39 This route option has the potential for significant negative effects on noise and vibrations as well as the historic and water environments during both the construction and operation stages. Option 6B (iii) 4.2 -31 This route option has the potential for significant negative effects on noise and vibrations as well as the historic and water environments during both the construction and operation stages. Option 6B (iv) 1.9 -27 This route option has the potential for significant negative effects on noise and vibrations as well as the historic and water environments during both the construction and operation stages.

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5.6 Routes analysed in combination

Given the number of smaller options, there is no single option which provides a single route between Toton and East Midlands Airport (EMA) and between Toton and Derby. Therefore, to realise these options, they would need to be taken in combination with other options. For example, to realise Option 3A, Options 1, 5, and part of 3C would need to be developed as well.

Therefore, to enable a comparison between these routes, Table 5.5 provides a high-level environmental review of these combined routes, showing their constituent routes, and whether any particular combination has a combined greater number of environmental constraints which would be a challenge to developing the route further.

Table 5.5: Comparison of routes Comprising Comparison with other Route option elements of Environmental considerations route options

Toton to East Midlands Airport

3A 1, 5, 3A and Parts of the route pass through urban areas of Toton The anticipated environmental part of 3C and Long Eaton, and so there are potential effects on impact from this proposal Air Quality and Noise during construction phase. would be in line with other Heritage assets are located adjacent to the route, route options. which have the potential to be affected during the construction phase. There is potential for noise and heritage effects during operational phase. The route passes through some areas of Flood Zone 2 and 3 and it also passes through Grades 2 and 3 agricultural land and land classed as greenbelt, with potential effects for during both construction and operational phases. 3B 1, 5, 3B and Parts of the route pass through urban areas of Toton The anticipated environmental part of 3C and Long Eaton, and so there are potential effects on impact from this proposal Air Quality and Noise during construction phase. would be in line with other Heritage assets are located adjacent to the route, route options. which have the potential to be affected during the construction phase. There is potential for noise and heritage effects during operational phase. The route passes through some areas of Flood Zone 2 and 3 and it also passes through Grades 2 and 3 agricultural land and land classed as greenbelt, with potential effects for during both construction and operational phases. 3B (i) 1, 5, 3B, 3B Parts of the route pass through urban areas of Toton The anticipated environmental (i) and part of and Long Eaton, and so there are potential effects on impact from this proposal 3C Air Quality and Noise during construction phase. would be in line with other Heritage assets are located adjacent to the route, route options. which have the potential to be affected during the construction phase. There is potential for noise and heritage effects during operational phase. The route passes through some areas of Flood Zone 2 and 3 and it also passes through Grades 2 and 3 agricultural land and land classed as greenbelt, with potential effects for during both construction and operational phases.

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Comprising Comparison with other Route option elements of Environmental considerations route options 3C 1, 2 and 3C Parts of the route pass through urban areas of Toton The proximity of the route to and Long Eaton, and so there are potential effects on the LNR means that there is Air Quality and Noise during construction phase. potentially a higher impact Heritage assets are located adjacent to the route, resulting from ecology for this which have the potential to be affected during the route. However, the proposal construction phase. There is potential for noise and does not intersect the LNR, heritage effects during operational phase. The route limiting potential impacts. passes through some areas of Flood Zone 2 and 3 and Whilst this is a greater it also passes through Grades 2 and 3 agricultural land, constraint than other options, employment land and land classed as greenbelt, with it is not a constraint which potential effects for during both construction and would necessarily prohibit this operational phases. The scheme passes within 10m of option from being realised. the Fox Covert LNR, with particular effects possible during the construction phase. 3C (ii) 1, 2, part of Parts of the route pass through urban areas of Toton, The proximity of the route to 3C and 3C (ii) Long Eaton and Castle Donnington, and so there are the LNR means that there is potential effects on Air Quality and Noise during potentially a higher impact construction phase. Heritage assets are located resulting from ecology for this adjacent to the route, which have the potential to be route. However, the proposal affected during the construction phase. There is does not intersect the LNR, potential for noise and heritage effects during limiting potential impacts. operational phase. The route passes through some Whilst this is a greater areas of Flood Zone 2 and 3 and it also passes through constraint than other options, Grades 2 and 3 agricultural land, employment land and it is not a constraint which land classed as greenbelt, with potential effects for would necessarily prohibit this during both construction and operational phases. The option from being realised. scheme passes within 10m of the Fox Covert LNR, with particular effects possible during the construction phase. 3F 1, part of 2, Parts of the route pass through urban areas of Toton, The proximity of the route to 3F and part of Long Eaton and Castle Donnington, and so there are the LNR means that there is 3C potential effects on Air Quality and Noise during potentially a higher impact construction phase. Heritage assets are located resulting from ecology for this adjacent to the route, which have the potential to be route. However, the proposal affected during the construction phase. There is does not intersect the LNR, potential for noise and heritage effects during limiting potential impacts. operational phase. The route passes through some Whilst this is a greater areas of Flood Zone 2 and 3 and it also passes through constraint than other options, Grades 2 and 3 agricultural land, employment land and it is not a constraint which land classed as greenbelt, with potential effects for would necessarily prohibit this during both construction and operational phases. The option from being realised. scheme passes within 10m of the Forbes Hole LNR, with particular effects possible during the construction phase. Toton to Derby 6A 1 Parts of the route pass through urban areas associated This option compares more with Toton, Borrowash, Spondon, Chaddesden and favourably for environmental Derby, including two AQMAs and Noise Planning constraints than Option 6B Important Areas, and so there are potential effects on due to fewer ecology sites Air Quality and Noise during the construction and which are intersected and it is operational phases. This route intersects the Toton not in proximity to a World Sidings LWS. It passes within 250m of two LNRs. Heritage Site. However there There are no listed buildings adjacent to the route, but would remain some key passes within 250m of 12 Grade II and II* listed issues such as transecting a 96 364372/WTD/MCH/001/P1 10 May 2016

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Comprising Comparison with other Route option elements of Environmental considerations route options buildings, and within 50m of a Conservation Area. The LWS and proximity to land passes through areas of Grade 2, 3 and 4 sensitive receptors to noise agricultural land and areas of land designated as and air quality and heritage Greenbelt. It also passes through a proposed assets. development site to the west of Toton Lane. The route passes through areas of Flood Zone 2 and 3. 6B 1, 5, 6B(i), Parts of the route pass through urban areas associated As this option intersects more 6B(iii) and with Toton, Borrowash, Spondon and Derby. This ecology sites than Option 6A 6B(iv) includes AQMAs. Therefore there are potential effects and comes within proximity to on Air Quality and Noise during the construction and a World Heritage Site, there operational phases. The route passes within 20-25m of are more environmental the proposed route as it approaches Derby, and within constraints on Option 6B than 50m of the Derwent Valley Mills World Heritage Site. 6A. However, based on this There is therefore potential for effects during both desktop study, these construction and operational phases. The route constraints are not considered intersects the Toton Sidings LWS and Derwent River to be significantly worse than LWS, and passes within 250m of another and within for Option 6A. 250m of two LNRs. The route passes through areas of Grades 2, 3 and 4 agricultural land, areas of Greenbelt, and land designated as a proposed development site (west of Toton Lane and at Derby Triangle). The route passes through Flood Zones 2 and 3.

5.7 Chapter summary

Environmental constraints were identified for each route option based upon a desktop study review of publically available records as well as data purchased from local wildlife trusts and environmental databases. In summary, the key constraints for each option appear similar, with some of the more notable constraints pertaining to Water and Historic environments as well Air Quality. However, all route options are associated with various environmental constraints and no route option can be considered ‘risk free’ from an environmental perspective.

The risk assessment and option scoring exercise scored Option 6D as the highest risk with regards to environmental constraints at both the construction and operational stages of development. Similarly Options 6C and 3C also scored relatively highly. Conversely, Options 1 and 4 received the lowest risk scores, whilst Options 3B, 3C(i) and 6B(ii) also scored relatively low for environmental risk (Table 5.4). However it should be noted that when engineering and other viability factors are considered, alternative route options may be preferred. It should also be highlighted that, due to the nature of this report as a ‘high level environmental appraisal’, the precautionary principle was applied during the risk scoring to account for the limitations/resolution of the data. Route specific surveys would enable risk scores to be revised which may result in positive scoring.

When a comparison between combined options is taken, as illustrated in Table 5.5, the options all have a similar level of environmental constraints. The routes required to realise options 3C, 3C(ii) and 3F have an impact on designated ecological sites which the other options for East Midlands Airport do not have. At this

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stage, however, it is not considered that this constraint is any greater a risk than the other constraints highlighted for the other options, and so further investigation would be required if these options were to be taken forward.

Comparing combined options 6A and 6B between Toton and Derby shows that whilst there are fewer constraints associated with route 6A, the constraints affecting route 6B are not considered to be significantly worse based on the desktop study. Further investigation would be required if these options were to be taken forward.

Based upon the findings of this high level environmental appraisal, it is recommended that the following actions should be considered as the project progresses:  Air Quality Assessment (for all Options)  Noise and Vibration surveys (for all Options)  Consultation with the local planning authorities regarding development where land might impact upon the historic environment or existing land allocations.  Further Ecology surveys (for all Options)  Water environment - consultation with the Environment Agency including flood risk assessments (for All Options).

The above list of further actions is based on the work to date and the limitations outlined at the start of this Chapter. Therefore, as the scheme progresses and more information are made available, these actions would need to be reviewed and revised.

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6 Park and Ride Sites

Three locations have been indicated on the ‘Overview’ drawing MMD-364372-C-DR-SW-XX-0001 as potential park and ride facilities for the East Midlands Airport (EMA) and Derby extensions. These locations are detailed below:

 Area to the west of M1 and north of Longmoor Road  Area to the west of M1 Junction 24A and north of A50  Area to the south of Megaloughton Lane and A52 / A6005 roundabout

6.1 Park and ride facility west of M1 and north of Longmoor Road

This potential park and ride facility serves the following options:

 Option 5  Options 6B (i) - (iv)  3B and 3B (i)

The size indicated for this facility is approximately 9 hectares but there is potential for expansion if required. Using the size of the Toton park and ride facility as a guide, this proposed park and ride could potentially accommodate up to 2500 parking spaces. Depending on where the access to this park and ride is formed, the location may attract vehicle users travelling on the M1 and A52 to park their vehicles and use the tram for an onward journey towards the HS2 hub, Derby or potentially Nottingham. This facility would supplement the existing park and ride at Toton Lane and cater for any increase in demand when HS2 is operational. A direct access off the A52 or the M1 / A52 roundabout would be more favourable than an access off Longmoor Road as a further driving distance from the main trunk routes would potentially reduce the attractiveness of the park and ride. Access proposals and potential impacts to existing junctions are discussed in Section 7.

6.2 Park and ride facility west of M1 Junction 24A and north of A50

This potential park and ride facility serves the following options:

 Option 3A  Option 3B and 3B (i)  Option 3C and 3C (ii)  Option 3F  Option 4

The size indicated for this facility is approximately 10 hectares but there is potential for expansion if required. Using the size of the Toton park and ride facility as a guide, this proposed park and ride could potentially accommodate up to 2800 parking spaces. This facility would serve extensions proposed towards EMA / Donington Park. Similar to the park and ride proposed to the north of Longmoor Road, this facility is also strategically located adjacent to the M1 and north of A50. It could appeal to road users wishing to park their vehicles and continue their journeys by tram towards the airport, HS2 hub or

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potentially Nottingham and Derby. As mentioned above, the access to the park and ride would be critical to maintain its attractiveness. Access proposals and potential impacts to existing junctions are discussed in Section 7.

6.3 Park and ride facility south of Megaloughton Lane and A52 / A6005 roundabout

This potential park and ride facility would serve all 6B options (i to iv) for the Derby extension. The size of this facility is the smallest among the three proposed as it is bound by Megaloughton Lane to the north and the railway to the south. The indicated area on drawing MMD-364372-C-DR-SW-XX-0001 is approximately 4 hectares. Using the size of the Toton park and ride facility as a guide, this proposed park and ride could potentially accommodate up to 1100 parking spaces. There may be potential to increase the area further but land acquisition would be required from a recycling business to the north of Megaloughton Lane. The location of this park and ride could attract road users travelling on the A52 or A6005 to use the tram for onward journeys to Derby. Potential access arrangements (via the existing A52 / A6005 roundabout) and impacts to existing traffic are discussed in Section 7.

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7 High Level Traffic Assessment

7.1 Introduction

At this stage in the project consultation has been undertaken with a number of key stakeholders for potential Nottingham Express Transit (NET) extension route alignments. These consultations have identified a number of areas where existing congestion is of concern, or where significant changes to the existing highway network are proposed. These traffic hotspots are:

 ‘The Green’, Long Eaton, Derbyshire  Toton Lane, Nottinghamshire  M1 Junction 25 / Bostock’s Lane  M1 Junction 24  Pride Park, Derby  Derby Bus Station / The Cock Pitt, Derby

This chapter summarises existing conditions at each of the above locations, reviews any future proposals, summarises the potential NET alignment and its interaction with the junction/area, and provides commentary on the potential impact of the introduction of NET.

Three potential Park and Ride locations have also been identified at the following locations:

 M1 Junction 25  M1 Junction 24  A52 / A6005 Roundabout, Derby

This chapter provides a high-level commentary on potential site access arrangements and the traffic implications of a Park and Ride at each of the above locations.

7.2 ‘The Green’, Long Eaton

7.2.1 Existing situation

‘The Green’ is a roundabout of the A6005 Derby Road / Nottingham Road / B6540 Market Place and Midland Street. The area is a designated Conservation area by Erewash Borough Council7. The grassed roundabout is a historic green.

Observations indicate that the junction is busy with slow but moving traffic in AM peak and with the majority of congestion heading eastbound. In the PM peak the roundabout was also observed as busy with queuing traffic on both A6005 approaches and the southern B6540 approach.

7 http://www.erewash.gov.uk/media/files/Environment-and-Planning/Planning/Conservation/Conservation%20Area%20- %20LE%20Town%20Centre_tcm20-152409.pdf 101 364372/WTD/MCH/001/P1 10 May 2016

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Pedestrian crossings are provided on all arms of the roundabout, set back between 15 and 30 metres from the junction. Due to the close proximity of the crossings to the junction, observations showed that calls of the pedestrian crossings consistently caused traffic to queue and block back into the roundabout, often stopping all traffic circulating the junction. High pedestrian footfall in this area means these events occur frequently.

A smaller roundabout is located approximately 80m to the east. Queuing from one junction can rapidly block back to the upstream roundabout during busy periods. East and Westbound bus laybys are also provided between the two roundabouts. Each layby can store approximately two buses – when a third bus arrives this can block the inside lane until the buses clear.

The northern Midland Street arm has a relatively low flow, providing access to the town hall car park, medical centre and supermarket delivery area.

The Green roundabout has a poor accident record. Collision data shows the junction currently has the highest number of collisions in Derbyshire involving cyclists.

7.2.2 Future proposals

There are no known plans for this junction although it is noted that the HS2 alignment and associated highway modification plans (including access to East Midlands Hub station) could have significant implications for existing highways and traffic flows.

Plans in 2014 by Derbyshire County Council to remove the roundabout and signalise the junction to improve safety were met with local opposition8 to save The Green. Any plans to remove The Green for NET will likely be met by similar concern.

7.2.3 NET alignment, junction interaction and impact

NET extension options 2 and 3C run on-street along Midland Street and pass straight ahead through The Green junction onto Market Place where it continues on-street towards High Street.

Due to the low traffic flows there should be no issues running NET along Midland Street. Consideration will need to be given to the interaction with parked and service vehicles.

8 http://www.nottinghampost.com/Don-t-bulldoze-historic-Green/story-20456591-detail/story.html http://www.derbytelegraph.co.uk/Derbyshire-County-Council-set-abandon-plans-Green/story-20927891- detail/story.html

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Based on current congestion levels NET would encounter minimal delay running on-street along Market Place and through the junction in the AM peak. In the PM peak however NET would sit with queuing / slow moving traffic in both north and southbound directions along Market Place and Tamworth Road.

The introduction of NET through The Green junction would require the introduction of signal control which is likely to change the location and nature of delays. Several junction options are possible at this location, each requiring detailed appraisal and design. Two indicative examples of options are provided and discussed below:

7.2.3.1 Fully signalised crossroads

An indicative fully signalised crossroad junction is shown below.

Figure 7.1: Indicative fully signalised crossroad junction at ‘The Green’

Trent Street

Midland Street Midland

Market Place Market

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Fully signalising and integrating staggered pedestrian crossings into the junction phasing and staging rather than their current set back location could enhance pedestrian facilities at this location over the existing roundabout. Cycle facilities could also be integrated into the scheme improving cyclist safety. This option likely closely resembles the DCC proposals in 2014 which were met with local opposition.

There is the potential to use the smaller roundabout to the east to assist in banning certain opposing movements at the new signalised junction – e.g. banning the right turn for westbound A6005 traffic into Midland Street, providing access via the smaller roundabout instead, thereby freeing up further capacity at the signalised junction.

7.2.3.2 Signalised crossroads, northern arm NET only

A further option could include closure of the northern arm to general traffic, converting it to NET only. This arm could potentially operate as a shared space between Nottingham Road / Derby Road and Trent Street. The A6005 could be re-aligned to the north, freeing up a large space to the south east of the junction providing public realm possibilities which could include landscaping, which could be a similar size to the existing roundabout green and would have the benefit of being accessible. Banning general traffic from the northern arm would free up capacity at the junction, providing the remaining three arms more green time per cycle. Access previously provided by the northern arm can be provided via the roundabout to the east and a slightly re-configured Trent Street, as shown in the indicative diagram below:

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Figure 7.2: Indicative signalised crossroads with tram only section for northern arm

Trent Street

Midland Street Midland

ace

Market Pl Market

7.3 Toton Lane, Nottingham

7.3.1 Existing situation

NET extension option 1 would cross the B6003 Toton Lane just north of the existing NET Park and Ride entrance. The Park and Ride entrance is currently a 3 arm signal controlled T-Junction running three stages. The B6003 is a two lane approach from both directions, with the northbound carriageway flaring to provide a third right-turn lane. The current layout is shown below.

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Figure 7.3: Existing Toton Lane junction layout

Toton Lane Toton

Current levels of congestion show that traffic can be slow moving on the B6003 approaches to the junction in both the AM and PM peaks, but generally this does not block back through to the nearby Bardills roundabout.

NET extension option 1 does not pass through Bardills roundabout to the north; however its relative close proximity to the Park and Ride entrance could mean that performance of the two junctions is closely linked. Additionally, a number of improvements are planned at both the Park and Ride and roundabout junctions in relation to a future development, and therefore consideration is also given to the Bardills roundabout junction as well.

Bardills roundabout is a four arm signal controlled junction that also provides an additional priority access to the Bardills Garden Centre. The roundabout includes segregated right turn lanes through the roundabout for A52 (west) traffic travelling on to Toton Lane (south). The existing layout is shown below.

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Figure 7.4: Existing Bardills roundabout junction layout

In the AM peak period the junction has been observed to operate with slow moving traffic on the A52 westbound approach, and very slow and queuing traffic on southbound Toton Lane approach. The A52 eastbound and Toton Lane northbound approaches encounter minimal delay in AM peak. In PM peak the junction generally operates well, with limited slow moving traffic on the Toton Lane northbound and southbound approaches. The A52 arms operate with minimal delay.

7.3.2 Future proposals

A planning application has been submitted by Peveril Homes Ltd to construct a mixed use development on land west of Toton Lane opposite the NET Park and Ride9. At the time of writing the application is pending

9 http://planning.broxtowe.gov.uk/(S(oydthuvekpo0txjindsvuu55))/ApplicationDetail.aspx?RefVal=12/00585/OUT

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consideration. The development will include 500 dwellings plus retail, a nursery, a pub/restaurant, a medical centre and residential care facility. A number of highway improvement works are proposed to facilitate the development at both Bardills roundabout and the Park and Ride junction. Plans of the revised proposed Park and Ride access are provided below.

Figure 7.5: Indicative junction layout with western arm to new development

http://planning.broxtowe.gov.uk/(S(fv3mrb45xhtcnwjafgjhus45))/Published/EB0BE3828D0B11E58B442C4138A943DF.pdf

The proposed revised layout will add a fourth arm to the Toton Lane junction as a primary access to development, with a right turn lane added from Toton Lane southbound approach. The stage plan will also be amended to 5 stages. The Peveril Transport Assessment junction modelling forecasts indicate that the amended layout will operate within capacity in the AM and PM peak. Traffic modelling undertaken assessed a worst case scenario where each stage is called in each cycle, whereas current signal data actually suggests that this is often not the case, for example little/no traffic exits the P&R in the AM peak.

A plan of the revised Bardills roundabout layout (to be built as part of the Peveril development) is shown below.

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Figure 7.6: Indicative Bardills roundabout layout with new development

A52

(http://planning.broxtowe.gov.uk/(S(fv3mrb45xhtcnwjafgjhus45))/Published/62FBE60C0E0A11E2A3BA0023240C7298.pdf)

Proposed amendments include:

 increasing the length of A52 east 3 lane approach,  roundabout modification to allow 3 lanes from A52 westbound (with merge to 2 lanes after exit)  increase length of A52 west 3 lane approach

The Peveril Transport Assessment junction modelling shows that the proposed amendments (plus development) improve junction performance over forecast 2026 reference case, leaving Toton Lane southbound approach as the worst performing arm. Other arms operate within capacity in AM and PM.

7.3.3 NET alignment, junction interaction and impact

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approach to behind the tram crossing, increasing the required intergreen time for phases conflicting with Toton Lane southbound movements (thereby reducing available greentime). NET would run in a new 6th stage. Currently NET services are timetabled to run every 7 minutes during the AM and PM peak periods – approximately every 4-5 cycles based on the 90 second cycle time modelled by Peveril. Based on the traffic modelling included in the Perveril Transport Assessment, the most significant impact of NET3 would be in PM peak on Toton Lane north – the arm was forecast to operate at 82.2% PRC. Assuming no other changes, the above NET3 changes will increase this PRC, however it would likely continue to operate within the recommended 90% PRC. Detailed junction modelling would be required to confirm.

Traffic modelling in the Peveril development Transport Assessment of the Bardills roundabout shows that the junction will generally operate within capacity with the proposed improvements. Operation of the roundabout is therefore unlikely to impact on the revised P&R junction.

7.4 M1 Junction 25 and Bostock’s Lane

7.4.1 Existing situation

The M1 junction 25 has been observed as currently operating close to capacity on several arms in both the AM and PM peak periods.

Bostocks Lane is a single lane carriageway, widening to a short 3 lane flared entry at M1 Junction 25. To the south the entry to the B6002 roundabout is a single lane. Bostocks Lane currently operates over capacity northbound in the AM, with queuing and slow moving traffic regularly blocking back from the M1 Junction 25 to the Bostocks Lane / B6002 roundabout. This is caused by the volume of traffic passing the give-way, and also blocking back from the M1 southbound onslip, which regularly blocks back onto the circulatory. Bostocks Lane southbound operates relatively free-flow in the AM peak. In the PM peak traffic patterns are reversed, with southbound traffic slow moving and queueing from the B6002 roundabout back to the M1 junction 25, occasionally blocking onto the M1 junction 25 circulatory.

A large right turn pocket is provided for northbound Bostock’s Lane traffic into Park Drive. Slow moving traffic is reported between the B6002 roundabout and Park Drive northbound in the PM, suggesting that a large volume of right turning traffic struggles to gain access to Park Drive due to the volume of southbound Bostocks Lane Traffic.

7.4.2 Future proposals

Derbyshire County Council has a proposed scheme to widen Bostocks Lane to provide additional storage on the approach to the M1 junction 25 circulatory.

Highways England has confirmed that they have no works currently planned at this junction. As noted in Section 2, plans for smart motorway on the M1 between junctions 24 and 25 are currently being developed.

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Minor works are proposed related to the Perveril development at Toton Lane to widen the A52 westbound exit slip to 3 lanes earlier, and to a four lane entry to the circulatory, as shown below. These works are unlikely to affect the Bostock’s Lane South arm.

Figure 7.7: Proposed widening of A52 westbound carriageway

M1 Junction 25

http://planning.broxtowe.gov.uk/(S(fv3mrb45xhtcnwjafgjhus45))/Published/EB0BE3808D0B11E58B442C4138A943DF.pdf

The planned works are unlikely to affect the Bostock’s Lane South arm.

7.4.3 NET alignment, junction interaction and impact

Option 5 crosses Bostock’s Lane immediately south of the junction with Park Drive, approximately 750m south of M1 Junction 25, through the existing right turn pocket. The junction will require signal control to accommodate NET. Existing queuing traffic could pose a safety and journey reliability risk to NET – based on existing traffic patterns standing traffic could be stopped on the tracks when a NET vehicle approaches the junction. An early NET approach detector and yellow box could partially mitigate this. Complementary works to increase capacity at the Bostock’s lane / B6002 roundabout could improve southbound traffic flow in the PM peak to reduce the likelihood of a conflict between queuing vehicles and NET.

Short of signalising the Bostock’s Lane (northbound) entry to the M1 J25 circulatory, the length of the flare could be increased to increase throughput slightly and increase storage, although the benefit of this at the NET crossing over Bostock’s Lane would likely be limited.

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7.5 M1 Junction 24

7.5.1 Existing situation

The M1 junction 24 currently is observed to operate close to or over capacity in the AM peak. Long queues of slow moving traffic form on the A453, A6 and A50 approaches. Traffic also queues on the M1 northbound exit slip, blocking back onto the M1 mainline carriageway. In the PM Peak queuing traffic is present on the A453 and A6 approaches, although not as severe as the AM on the A453 approach. The A50 approach also operates better in the PM peak, and slow moving traffic is still present on the M1 northbound exit slip, but again not as severe as the AM and generally does not impact the main carriageway in the PM.

7.5.2 Future proposals

Significant changes to the M1 Junction 24 and 24a are planned in connection to the East Midlands Gateway Rail Freight Interchange which has recently been granted consent by the Secretary of State. Changes include:

 A453 widening  Junction 24 capacity improvements  Junction 24a link roads (motorway and all purpose)  A453 alterations for development access  A new A6 Kegworth Bypass (by Leicestershire County Council)

Traffic modelling of the impact of the East Midlands Gateway development and associated highway works has been undertaken by the developer. Detailed turn and link information is not available due to the strategic nature of the modelling undertaken. Volume over capacity ratio plots show that the M1 Junction 24a is forecast to have improved junction performance following introduction of the rail freight development. Junction 24 shows a slightly improved situation on the western side of the junction, although it is difficult to determine which nodes or links will receive the improvement. Several nodes are still however forecast to operate approaching capacity (between 85% and 100% capacity). The eastern side of the junction however is forecast to continue to operate over capacity at multiple locations. Extracts of the Do-minimum and Do-Something Volume/Capacity plots are provided below:

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Figure 7.8: Extracts of the Do-minimum and Do-Something Volume/Capacity plots

2023 AM – Do-Minimum 2023 AM – Do-Something

2023 PM Do-Minimum 2023 PM Do-Something

Source: http://www.eastmidlandsgateway.co.uk/downloads/5/5-2/es2/app13/k.pdf

In summary the M1 Junction 24 will continue to operate close to or over capacity at multiple locations in both time periods following introduction of the East Midlands gateway and highway improvements.

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7.5.3 NET alignment, junction interaction and impact

The alignment of Option 3C runs between the East Midlands Airport Hotel and the M1 northbound onslip, crossing the north-west section of the circulatory between the A50 entry and M1 northbound on-slip. The route then runs parallel to the western section of the circulatory and then crosses the south-west section of the circulatory onto the grass verge between the A453 north and southbound carriageways.

The crossing at the north-west section of the circulatory will require signalisation of the A50 entry and the circulatory. Traffic modelling from the East Midlands gateway suggests that this will likely not cause significant junction performance issues in the AM Peak. In the PM peak a number of nodes in this area are forecast to operate close to capacity, and therefore the introduction of an additional set of signals on the circulatory may degrade performance further at this location.

The crossing at the south west section of the circulatory is at a signalised entry and circulatory node. The signal stop lines will require setting back slightly to accommodate NET3. Signal staging will need amending from a 2 to a 3 stage plan, which will negatively impact junction capacity. The call frequency of the third NET stage would however not be every cycle. East Midlands Gateway modelling shows nodes in this quadrant of the circulatory operating close to capacity in the AM and PM do-something scenario. The introduction of a third NET3 signal stage at this location will hamper junction performance. Detailed traffic modelling would be required to confirm whether this would cause the circulatory and M1 northbound off- slip to operate over capacity.

7.6 Pride Park

7.6.1 Existing situation

The route through the Pride Park area of Derby is characterised by a series of priority roundabouts. To the east a large 80m ICD 4 arm roundabout provides access to the A52. The north-east arm serves as the entry and exit slip road for westbound traffic. The south east arm (Wyvern Way) provides access to the Wyvern retail park, several businesses and to the A52 eastbound entry and exit slip roads. The southwest arm is Derwent Parade, the main spine road through the Pride Park area. The northwest arm is a minor arm providing access to a small number of restaurants and a Costco.

Derwent Parade serves as a major access route into Derby city centre. It is a single carriageway along its entire length, between the A52 and A6 Pride Parkway, with a short two lane flare on the approach to each roundabout along its route. Three smaller roundabouts are present along Derwent Parade, each approximately 50 to 60m ICD. Along the A6 Pride Parkway a further 60m ICD roundabout provides connections to Roundhouse Road and Riverside Road, each providing access to multiple businesses.

In the morning peak traffic is very slow moving on the A52 westbound and on the single lane A52 exit slip road on the approach to the Wyvern roundabout. Westbound traffic is then typically slow but moving along Derwent Way to the roundabout junction with Millennium Way, and then is generally free flowing beyond this point. Eastbound traffic through Pride Park generally encounters minimal delay in the AM peak.

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Traffic along the A6 between Derwent Parade and Roundhouse road is typically slow but moving in both directions.

In the PM peak congestion is more severe through Pride Park. Westbound traffic on the A6 is very slow moving. Derwent Parade is also busy and slow moving eastbound, with queues rapidly building up and dissipating on the approaches to the smaller roundabouts. Eastbound is very slow moving on the approach to the Wyvern roundabout, and beyond along Wyvern Way to access the A52 eastbound. Side road traffic at the Riverside Road/Royal Way/Derwent Parade roundabout is also very slow moving and queuing on the approaches to Derwent Parade. Westbound traffic exiting the A52 is very slow moving on the approach to the Wyvern Way roundabout, but then generally flowing with minimal delay westbound along Derwent Parade.

7.6.2 Future proposals

In February 2016 Derby City Council submitted a planning application for the A52 Wyvern Transport Improvement Scheme10. The scheme includes:

 extra lanes and a 50mph speed limit on the A52 near the Wyvern junctions  carriageway resurfacing and replacement safety barriers  a new two lane slip road off the A52 into Wyvern/Pride Park  a new signal controlled crossroads at the junction of Wyvern Way and Derwent Parade, with bus priority detectors on the westbound approach  improvements to help pedestrians and cyclists, including new shared use routes and new crossing facilities  a replacement wider pedestrian and cycle bridge across the A52 from Meadow Lane, Chaddesden to Wyvern, with ramps so that it is accessible to all users  improvements to sustainable drainage systems.

The proposed layout is shown below.

10 http://www.derby.gov.uk/transport-and-streets/roads-highways-pavements/a52-wyvern-transport-improvements/

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Figure 7.9: Proposed layout of A52 Wyvern Transport Improvements scheme

Source: http://www.derby.gov.uk/media/derbycitycouncil/contentassets/documents/transport/A52-Wyvern-Proposed-Layout.pdf

The proposed scheme is forecast to significantly reduce queues at the Wyvern Way westbound offslip and at Wyvern Way/Stanier Way junction11.

A planning application is also pending consideration to develop the Derby Triangle development which is bounded by Wyvern Way, the River Derwent and the railway line. As part of this scheme, proposed works complementary to the A52 Wyvern Transport Improvement Scheme include:  Widening Wyvern Way to 2 lanes in both directions  New signal controlled crossroads with Pullman Road to allow access to the Derby Triangle development  New signal controlled junction at the Sidings improving access to the Wyvern  New roundabout at Stanier Way improving pedestrian and cycle facilities and providing a second access to the Derby Triangle.

11 https://docs.derby.gov.uk/paserver/showimage.aspx?index=62872300

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7.6.3 NET alignment, junction interaction and impact

For the purposes of this note it is assumed that both the A52 Wyvern Transport Improvement and Wyvern Way improvements related to the Derby Triangle are both implemented.

7.6.3.1 Option 6B (i)

Option 6B(i) travels exclusively on-street through the Pride Park area, travelling along Stanier Way, Wyvern Way, Wyvernside and Chequers Road. NET would pass through the centre of each junction along the route through this area, including the major proposed A52/Derwent Parade/Wyvern Way signalised junction.

The proposed Stanier Way / Wyvern Way signalised roundabout would require reconfiguring and fully signalising to accommodate NET. The three further proposed signalised junctions along Wyvern Way (namely the junctions with Derwent Parade, Pullman Road and The Sidings) should be able to accommodate NET with minimal amendments to the proposed junction form or signal staging and phasing plans.

With the proposed works in place the introduction of NET along Wyvern Way should have a limited impact on network performance. Traffic forecasts indicate that existing queues and delays through the area will be significantly reduced with the proposed improvement works in place. NET should therefore not encounter any significant delay through the area.

7.6.3.2 Option 6B (iii)

Option 6B(iii) runs almost exclusively segregated through the Pride Park area, and therefore service reliability would generally not be impacted by traffic congestion.

Option 6B(iii) runs parallel to Stanier Way and Wyvern Way until the Derwent Parade roundabout. NET then joins Derwent Parade, travelling on-street over the River Derwent Bridge. To the west of the river NET again travels segregated along an existing grass verge to the northern side of Derwent Parade. NET continues to travel segregated alongside the A6 Pride Parkway between the Derwent Parade roundabout and Roundhouse Road roundabout. Immediately east of the Roundhouse Road roundabout NET then crosses over the carriageway to pass alongside the southern side of the roundabout circulatory, and finally joins Roundhouse Road where it continues on-street.

The proposed signalised junction of Derwent Parade / Wyvern Way / A52 slip would require some modification as a result of this option. An additional set of signals would be required to facilitate the cross- over from parallel running to Wyvern Way to on-street running on Derwent Parade. Due to the proximity of the cross-over to the proposed signalised junction it would be likely that a revised junction solution would be required to integrate the NET crossover efficiently. Further signal control would be required immediately west of the bridge to facilitate the crossover from on-street along to the bridge to segregated alongside Derwent Parade.

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Along Derwent Parade, the Millennium Way and Riverside Road roundabouts would require replacing with signalised junctions to accommodate the segregated NET movements passing alongside Derwent Parade. This would likely improve traffic flow through the busier Riverside Road junction, but reduce performance of the Millennium Way roundabout which generally has less conflicting movements and has less queuing at the junction.

The A6 crossover east of the Roundhouse Road roundabout will require signal control on the A6. The crossover would ideally be located sufficiently east of the roundabout to allow for safe storage of any queue caused by the signals to prevent blocking back onto the roundabout. Similarly the crossover onto Roundhouse Road would require some form of signal control on Roundhouse Road. Potentially a signal controlled junction could be introduced at the Wheelwright Way / Roundhouse Road junction that could integrate the NET crossover sufficiently west of the A6 roundabout.

Derby City Council has highlighted that Derwent Parade is regularly closed on match days at the Ipro stadium to allow large numbers of football spectators to safely disperse following a match. Although option 6B(iii) runs segregated to Derwent Parade, Derby City Council have commented that NET could still be in conflict with spectators. If NET was allowed to run through the road closure service reliability could potentially still be affected.

7.6.3.3 DCC Option 6 alternative

An alternate Option 6 alignment has been suggested by Derby City Council. The option diverges from Option 6B(iii) at the Derby Triangle, continuing to run parallel to the railway line until the A6 Pride Parkway. At the A6 NET would transition from parallel to the railway to segregated running alongside the eastern side of the A6. Approximately 70m south of the A6/Royal Way/Royal Scot Road/Orient Way roundabout NET would join the A6 to run on-street. NET would pass through the centre of the existing A6 roundabout, and then transition to running segregated alongside the eastern side of the A6 along an existing grass verge. NET would cross Derwent Parade, and from this point continue along the same alignment as Option 6B(iii).

This option would require signal control on the A6 to facilitate the NET crossover from the railway line to running on-street. The Royal Way and Derwent Parade roundabouts would also require replacing with fully signalised junctions.

The A6 / Royal Way roundabout operates with minimal congestion in the AM peak period. Introduction of a replacement signalised junction at this location should therefore not have a significant impact on traffic in the AM peak. In the PM peak traffic is slow moving on the two A6 approaches and Royal Way. The introduction of signals at a congested priority roundabout could theoretically improve traffic flow through the junction. Traffic is however generally slow moving on the exit arms due to congestion at the downstream junctions, which could negate any benefit provided at this location. On balance the introduction of signal control at this junction (and the signalised NET crossover on the A6 south arm), could potentially have no major detrimental impact against current junction performance.

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In the AM peak the A6 / Derwent Parade roundabout currently operates with slow moving traffic on the A6 southbound approach. The A6 northbound approach typically has a short section of slow moving traffic, which is caused by slow moving traffic further downstream along the A6 which passes back through the roundabout. The Derwent Parade approach encounters minimal delay in the AM peak. In the PM peak the Derwent Parade and A6 southbound approaches generally operate with minimal delay. The A6 northbound approach again operates with a section of slow moving traffic caused by congestion downstream on the A6 northbound, which is more severe and slower moving in the PM peak. Similar to the A6 / Royal Way junction, introduction of signal control at this location could potentially improve junction capacity. Again however, the blocking back of slow moving traffic from downstream junctions could mean that benefit is not realised, which could again lead to an overall no detrimental impact.

7.7 Derby bus station / The Cock Pitt

7.7.1 Existing situation

The Derby Bus Station and Cock Pitt form a major staggered junction on the Derby inner ring road. The A6 Station Approach meets the A601 St Alkmunds Way as a signalised t-junction with all movements allowed. Approximately 80m to the west another major signalised junction connects the A601 Traffic Street, the A601 Cock Pitt, Morledge, and a bus only link to Siddals Road.

The short section between the two junctions is busy but is kept moving through signal co-ordination in both the AM and PM peak periods. Morledge is generally slow moving in both directions in both the AM and PM peaks. The St Alkumnds Way approach is slow moving in the AM peak, with a section of very slow merging and weaving traffic where Eastgate and the A601 join. In the PM peak the A601 Traffic street is slow moving in both directions. In the PM peak the A6 westbound approach is heavily congested, with queuing traffic backing up beyond the Siddals Road junction and on to the overbridge. Queuing traffic also backs up onto Siddsals Road which joins the A6 as a lane gain.

7.7.2 Future proposals

There are no known plans for this junction.

7.7.3 NET alignment, junction interaction and impact

Option 6B(iii) approaches from the east parallel to the A6 Pride Parkway along a new overbridge before running on-street on Siddals Road where it approaches the Cock Pitt junction through the existing bus gate. NET would then pass through the junction to underneath the car park, where a segregated tram stop would be located on the existing disabled car parking spaces. NET would then continue on-street along Morledge towards Corporation Street and Guildhall.

Based on current levels of congestion, NET services could experience some delay from the on-street section along Morledge. The crossover from running on-street on Morledge to off-carriageway under the car park would require a re-configured signalised junction at the Derby Bus Station entry and exit. An

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additional NET cross-over stage would be required at the signals, however as the call would be on- demand this is unlikely to worsen congestion on Morledge materially.

At the Cock Pitt junction the Morledge eastbound approach would require modification, including potentially setting the Morledge stop lines back by approximately 30m to behind the NET crossover of the carriageway. Increased distance from the conflict points would require an increased intergreen for phases conflicting with Morledge phases, reducing junction capacity slightly. A new signal stage would also be required to facilitate eastbound NET vehicles travelling from Morledge to Siddals Road. A westbound stage is already in place for buses travelling through the Siddals Road bus gate, which stops all traffic phases to allow buses across the junction. NET vehicles would effectively call the same stage. The introduction of NET through the Cock Pitt junction is therefore likely to have a small negative impact on junction capacity, however through such a high traffic volume junction and the closely linked Station Approach junction the impact could be disproportionately large if the junctions are already operating close to capacity, as is currently the case with the A6 Station Approach.

Traffic is generally light along the on-street section of Siddals Road, however in the PM peak queuing traffic from the A6 Station Approach to The Cock Pitt often blocks back onto Siddals Road beyond the NET crossover location. A signalised junction would be required at the crossover, with a yellow box would also be required to reduce the likelihood of standing traffic within the junction when a NET vehicle approaches.

7.8 Park and ride sites

Three areas have been identified as potential park and ride sites. A brief appraisal of potential access arrangements and the likely traffic impact of each access is provided below.

7.8.1 M1 Junction 25 Park and ride

This site is located near the M1 Junction 25, bounded by Longmoor Lane to the south and the M1 to the east.

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Figure 7.10: Indicative park and ride location adjacent to M1

7.8.1.1 Longmoor Lane

A potential site access could be provided via Longmoor Lane. This would serve local access to the site from the south, but would poorly serve traffic from the A52 or M1, which would have to route over a considerable distance via the heavily congested Bostocks Lane, further exacerbating congestion here. A connection to Longmoor Lane could however be provided as a complementary access to a further link to the strategic road network.

7.8.1.2 A52

Access directly from the A52 would be difficult to achieve. In order to provide access for east and westbound A52 traffic a fully grade-separated junction would be required. The existing eastbound offslip and westbound on-slip from the M1 Junction 25 currently terminate approximately 700m west of Junction 25. In order to allow sufficient distance for safe weaving of traffic between junctions a further grade separated junction could not be achieved any closer than the village of Risley. From here a link road of over a kilometre would be required to access the Park and Ride site.

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7.8.1.3 M1 Junction 25 access and egress

An access and egress provided directly from the M1 junction 25 would also be difficult to achieve. A new arm could access the south-west section of the junction 25 circulatory between the M1 northbound offslip and the A52 westbound on slip. However the distance between the M1 offslip and A52 on slip would be very small, which may not be acceptable to the highway authority and Highways England. Additionally the M1 northbound off-slip is currently very congested in the PM peak, with queuing traffic along much of the off slip, although this does not typically block onto the main northbound carriageway. Introduction of a new access on the south-west section of the circulatory would require amending the signal plan from a 2 stage to a 3 stage plan, which would significantly reduce capacity of the circulatory and northbound offslip. This would again likely be unacceptable to Highways England.

Figure 7.11: Indicative park and ride access / egress off M1 Junction 25

7.8.1.4 A52 westbound onslip access, M1 northbound offslip egress

An alternate arrangement to access the M1 junction 25 could be to provide access-only to the Park and Ride from the A52 westbound onslip. Egress from the park and ride could be provided via the M1 northbound offslip. This would require a new signal controlled junction approximately 100m south of the current circulatory stop line on the M1 northbound offlsip. This option would allow the existing circulatory signals to continue to operate as two stages, and the impact of the additional two-stage signals would be reduced through co-ordination with the circulatory. This would alone however increase the length of queues along the northbound offslip. Widening of the offslip to 3 lanes would likely be required to increase storage and capacity at the new signals. This option would also be dependent on there being sufficient deceleration distance on the reduced length off-slip. This option would require agreement of Highways England. Recent consultation with Highways England confirmed that their initial view is that this would not be acceptable.

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Figure 7.12: Indicative access off A52 and egress of M1 northbound offslip

7.8.1.5 A52 overbridge via Bostocks Lane North

A further option for providing access and egress via the M1 Junction 25 could be to construct a new bridge over the A52 west of junction 25, connecting to Bostock’s Lane North via a new give-way or signal controlled T-junction. Signal control could potentially cause blocking back onto the circulatory in the PM peak when northbound Bostock’s Lane traffic is heaviest. A priority junction may not provide sufficient opportunities for opposing movements to be undertaken safely. Detailed traffic modelling would be required to understand the impacts of this option and agreement sought of both Highways England and the local Highway Authority. Initial consultation with Highways England confirmed that there were no initial concerns, provided that it was demonstrated that there was no significant impact on their network.

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Figure 7.13: Indicative access / egress of Bostocks Lane North

7.8.2 A52 / A6005 roundabout park and ride

This site is bounded by Megaloughton Lane, the railway, and residential properties on Bridgeside Way. Access and egress from the site would be made onto Megaloughton Lane, which provides a single lane entry and exit onto the A52 / A6005 roundabout

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Figure 7.14: Potential park and ride location off A52 / A6005 roundabout

The Derby Local Transport Plan 2006-2011 (LTP2) previously identified this site, along with three others, for development into a Park and Ride site. However funding constraints have led to these ambitions being dropped in the current LTP3 for 2011-2026.

A site in this location would generally cater for existing trips on the A52 and A6005, and therefore it would not be expected to generate significant levels of new trips. It would however change the routings of trips associated with the Park and Ride, with an increase in traffic on inbound slip roads to the Park and Ride in the AM peak, and an increase in traffic on outbound slip roads away from the Park and Ride in the PM Peak. There would also be increases and changes to traffic flows around the circulatory, although there could be beneficial changes elsewhere including reductions in traffic on the A50 and A6005.

Currently in the AM peak there is minimal congestion on the A52 exit slips or on the circulatory itself. In the PM peak the circulatory has slower but moving traffic, and again the A52 entry slips do not encounter any notable congestion.

Detailed junction modelling would be required to understand the impact on junction performance and identify any remedial measures that may be required. Junction modifications that could be required to accommodate the Park and Ride include widening the entry from Megaloughton Lane to a flared 2 lane entry to assist Park and Ride traffic joining the circulatory.

7.8.3 M1 Junction 24

This site is located north west of the M1 junction 24a, north of the A50 and adjacent to Netherfield Lane.

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Figure 7.15: Potential park and ride site north of A50

The site can be accessed via the existing Netherfield Lane; however access from the A50 would require travelling via a 3km route along the B6540 from the A50 junction 1. A direct access road from the A50 junction 1 that would run parallel to the A50 would reduce that distance to approximately 1km. Existing congestion at the A50 junction 1 is generally light in both the AM and PM peaks with the exception of a small amount of queueing on the B5010 approach, therefore providing access to the Park and Ride via junction 1 (either direct or indirect) should not pose any traffic or congestion issues.

A new access directly off the A50 between junction 1 and the M1 junction 24a is very likely to be difficult to achieve. Significant works are planned at the M1 junction 24a as part of the approved East Midlands Gateway scheme to increase grade separation. A new A50 junction would require similar grade separation, however the distance between the A50 junction 1 on and off slip roads and the diverge and merge sections from the M1 junction 24a is only approximately 500m. There would be insufficient space to safety introduce a further junction with on and off-slip roads with sufficient distance for lane change manoeuvres between the A50 and M1 junctions. It is unlikely that the highways authority or Highways England would support any such plans.

7.9 Summary / Conclusions

A number of locations have been identified where existing congestion is of concern along the potential NET extension routes. This note has summarised existing conditions at each location, reviewed any future proposals, summarised the potential NET alignment and its interaction with the junction/area, and provided commentary on the potential impact of the introduction of NET. Analysis is based on currently available

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information and on-site observations. Detailed junction modelling would be required to confirm the junction operational impact of any NET proposals.

The Green in Long Eaton would require the introduction of signal control to accommodate NET. A number of potential junction options are available which could improve junction performance compared to the existing situation. Plans in 2014 by Derbyshire County Council to remove the roundabout and signalise the junction were however met with local opposition to save the historic green. Any plans to remove The Green for NET would likely be met by similar opposition.

The Toton Lane junction is currently a three arm signal controlled T-Junction. A planning application has recently been submitted which would add a fourth arm to the junction in relation to a proposed mixed use development. A number of changes would be required to the junction in order to facilitate the NET crossing, however it is likely the junction would continue to operate within capacity.

Bostock’s Lane would require the introduction of signal control to accommodate a NET crossing. Existing queuing traffic could pose a safety and journey reliability risk to NET without the introduction of necessary traffic management. An early NET detector and a yellow box could partially mitigate this, and complementary works to increase capacity at nearby junctions may also be required to reduce the likelihood of a conflict between queueing vehicles and NET.

Significant changes to the M1 Junction 24 are planned in connection to the East Midlands Gateway Rail Freight Interchange. Various sections of the junction are however forecast to continue to operate close to or over capacity following the planned works. The crossing at the north-west section of the circulatory will require signalisation of the A50 entry and the circulatory. This may potentially degrade performance in this area of the junction which is forecast to operate close to capacity in the PM peak. The crossing at the south west section of the circulatory is at a signalised entry and circulatory, however changes will be required to the junction to accommodate the NET crossing. The introduction of a NET stage in this area of the junction could hamper junction performance which is forecast to operate close to capacity in both the AM and PM peak periods.

Three route options are currently proposed in the Pride Park area of Derby. Significant improvements are planned in the area in as a result of the A52 Wyvern Transport Improvement scheme and Wyvern Way improvements related to the Derby Triangle; analysis has assumed both schemes are implemented. Amendments would be required to some junctions along Wyvern Way for option 6Bi, however the introduction of NET should not should not materially worsen junction performance through the area or encounter any significant delay. Option 6biii would run segregated through the Pride Park area, however significant changes to several junctions would be required. Based on observed levels of congestion, this could potentially improve junction performance in some locations, and worsen performance at others. An alternate option has been suggested by Derby City Council to run NET along the A6 before continuing along the same alignment as option 6biii. The introduction of signal control would be required at two existing roundabouts, however the complex nature of queuing traffic in this area which blocks through several junctions makes determining the impact on junction performance difficult. In isolation it may be that the introduction of NET has no detrimental impact over the existing situation.

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The Derby Bus Station and Cock Pitt form a major staggered junction on the Derby inner ring road. Based on observations of congestion, NET services could potentially experience some delay from the on-street section along Morledge. Amendments would be required to the existing signalised bus station access and the Siddalls Road / Traffic Street junction. The introduction of NET through the Cock Pitt junction is likely to have a negative impact on junction capacity; however detailed junction modelling would be required to confirm the impact on this busy section of the road network.

A number of potential Park and Ride sites have also been identified, and this note has provided a high- level commentary on potential site access arrangements and the potential traffic implications.

The M1 junction 25 Park and Ride site can be accessed from Longmoor Lane to service local access, however this would poorly serve traffic from the A52 or M1. A number of options have been identified to access the site via a new link road directly from the M1 junction 25. Detailed traffic modelling and discussions with the local highway authority and Highways England would be required to progress any of the identified options.

The A52 / A6005 Roundabout Park and Ride site was previously identified by Derby City Council for development into a Park and Ride site, however funding constraints have led to these ambitions being dropped. A Park and Ride site at this location would appear relatively straightforward to implement with minor amendments required on the access arm.

The M1 junction 24 Park and Ride site is located just west of the M1 junction 24a. A new access directly off the A50 may be difficult to achieve as there is insufficient space between the M1 and A50 junction 1 to safely provide an additional access. Options available are therefore to provide a new link road from the A50 junction 1, or access along the existing Netherfield Lane from the A50 junction 1.

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8 Geotechnical Hazard Identification and Risk Assessment

8.1 Introduction

Two 1:25,000 scale hazard plans have been prepared to illustrate the location of ground hazards in relation to the Stage 2 route options considered in this report. Geotechnical hazards are illustrated on MMD-364372-C-DR-SW-100-0005 P02 and geoenvironmental hazards are shown on MMD-364372-C-DR- SW-100-0006 P02 (both contained in Appendix E). Geotechnical hazards are situations or events arising from the physical properties of the ground that have the potential to cause harm, including human injury, damage to property and economic loss. Geoenvironmental hazards are situations or events from the chemical properties of the ground, either natural or residues from industrial activities, that have the potential to cause harm to human beings, infrastructure or the natural environment. Geotechnical or geoenvironmental risk is the combination of the probability of the occurrence of a defined hazard and some measure of the magnitude of the consequence of the hazard.

The classes of hazard identified on the drawings are described below and the risks they present to the route options are elaborated. The probability of the hazards has been considered primarily in terms of physical proximity of the hazard to the route option corridors. The key geotechnical risks are considered to be the cost of off-site disposal of contaminated soil removed as part of earthworks construction, for example from cuttings through infilled or built up ground, and differential settlement of trackform foundations across the former perimeter walls of infilled quarries and pits. The key geoenvironmental risks are to the human health of construction workers who come into contact with potentially contaminated soil residues during earthworks operations and to controlled waters by drainage of site water to nearby water courses.

8.2 Geotechnical hazards

Compressible ground

A long history of exploitation of mineral resources in the region between Loughborough, Burton and Derby has resulted in a numerous former quarries and pits. Many of these have been backfilled, wholly or partially and some have been used for waste disposal. Backfilled material is typically weak or in a poor state of compaction compared to soils laid down under natural conditions. Trackforms founded on such material could settle or rotate. Where the trackform passes over the edge of a backfilled area or variably end-tipped material area, marked differential movement could occur.

The area of potentially compressible ground intersected by each route option is tabulated on Geotechnical Hazard Plan MMD-364372-C-DR-SW-100-0005 P02. Areas of compressible ground comprise infilled ground such as former quarries or clay pits, other areas of infilled land or water, historic landfills or naturally compressible ground such as recent deposits such as alluvium. Potentially compressible areas that are traversed by existing highways were excluded from the analysis on the basis that the heaviest road vehicles exert similar loads to light rail vehicles and the ground beneath existing highways has been effectively preloaded.

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The route options intersecting the largest area of potentially compressible ground are Option 4, Option 6B(iii), Option 6B(i), Option 3C, ranging between 287 000m2 and 260 000m2. These are followed by Option 3Cii and Option 6A, intersecting areas of 194 000m2 and 117 000m2 respectively. Option 3A, Option 5 and Option 2 range between 60 000m2 and 47 000m2. Option 1 intersects 7 000m2.

Landfills

Former landfill sites account for some of the largest continuous areas of potentially compressible ground identified by the study. Option 3C and Option 3Cii both traverse the historic landfill at the former Hemingon Gravel Pit, located just north of M1 Junction 24A. The intersection of the landfill and the route corridors is 42 000m2 (6% of total) and 26 000m2 (3% of total). Option 6B(iii) and Option 6B(i) also intersect former landfill sites, intersecting 23 000m2 and 151 000m2 respectively. Option 5 intersects a single area of 7 000m2.

Former landfill sites are annotated on MMD-364372-C-DR-SW-100-0006 P02. Details of the waste type, first and last input dates, and of the availability of historic borehole data are tabulated on the same drawing.

The risk of settlement over landfill is dependent on a number of factors: the thickness, nature and age of the landfilled materials and the presence or absence of an engineered capping layer. Thicker landfill deposits will normally undergo greater amounts of settlement as will deposits that contain a high proportion of loose or putrescible waste. A much higher risk is therefore associated with historic landfill sites such as Chaddesden Sidings Phase 2, intersected by Option 6Bi and Option 6Biii, which closed relatively recently in 1993 and from one BGS borehole record is known to contain 7m of waste, consisting in part of household waste. At the other extreme landfills, for example the infilled canal at the rear of Erewash Borough Council Depot, containing inert waste, which by definition will not decompose and undergo a significant reduction in volume, present a low risk.

Ground investigation along future option corridors options should give priority to determining the depth of landfilled material and the location and slope angle of any buried sidewalls in order to assess i) the overall viability of constructing on in the landfill and ii) provide data for designing an appropriate transition structure across the edge of the landfilled area.

Earthworks in potentially contaminated ground

At this stage of development formal longitudinal sections that show the variation in the level of track alignment in relation to existing ground level are not normally prepared. In the absence of earthworks drawings the following expedient was adopted in order to provide an approximate delineation of areas of cut. Using standard functionally of ArcMap GIS software, contours were plotted of the existing ground surface from open data LIDAR surveys of the region. A layer was then created in ArcMap of those areas at which existing gradient of the ground surface equals or exceeds 5%. A gradient of 5% was chosen as this represents a typical operational upper limit for light rail vehicles. The resulting layer delineates areas where earthworks cut may be required to create design gradients compatible with typical light rail requirements. This layer ‘5% gradient or more’ is shown in purple on MMD-364372-C-DR-SW-100-0005. In order to

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provide a preliminary assessment of the risk that earthworks cut may generate contaminated spoil requiring offsite disposal the layer was superimposed on the potentially contaminating land uses recorded in the Landmark Historic Land Use Database (HLUD). The intersection of ‘5% gradient or more’ and ‘potentially contaminating land use’ is the basis for the layer ‘Area of cut in potentially contaminated land’, shown in red on MMD-364372-C-DR-SW-100-0005. The area of intersection of this area and 25m buffer around each route option is tabulated on the same drawing. The risk is informed by potential presence of contaminative product due to previous industrial land usage and the intersection with route alignment. No recourse has been made at this stage to quantitative ground data.

The largest area of cut in potentially contaminated land is associated with Option 6B(iii), followed by Option 6B(i), Option 4 , Option 3C(ii) and Option 6A. Amongst the ‘short’ options, the areas are associated from largest to smallest with Option 3C, followed by Option 5, Option 3A, Option 2 and Option 1.

Expansive ground

Ground movement can be induced by chemical reactions. Expansion of the ground can be caused by the presence of slags from iron and steel-making processes causing damage to infrastructure. Areas of expansive ground identified on the hazard plan comprise land uses categorised in the Historic Land Use Database as metal casting and foundries or spoil heaps of unknown constituents. Ground intersected by Option 6A, Option 6B(i) and Option 6B(iii) has been identified as potentially problematic.

Aggressive ground

Gypsum beds within Mercia Mudstone Formation that outcrops in the region are a source of sulfate. Sulphate attack on concrete in physical contact with sulfate-bearing strata can result in expansion and cracking of concrete. Aggressive ground identified on the plan comprises the Cropwell Bishop Formation worked in the region for gypsum, but also overlying glacial till which if partly derived from underlying bedrock can contain sulfate. The risk of aggressive ground conditions can be mitigated by the inclusion of standard sulfate test on formation materials and in potential borrow pits.

Bedrock dissolution and aggressive ground

Bedrock dissolution is a hazard in areas where gypsum bearing formations outcrop such as the Borrowash SE of Derby town centre, where Option 4 is potentially affected, and in the vicinity of M1 Junction 24, potentially affecting Option 3C and Option 3Cii. ‘Wet rockhead’ can occur where permeable superficial deposits or neighbouring rock border gypsiferous deposits at shallow depths. Risk can comprise localised dissolution cavities usually backfilled with sediment, leading to variable rockhead and soft spots, or simply weaken weathered and brecciated rock masses. Given that most of the tramway will be constructed at grade where possible bedrock dissolution presents a generally low risk, except possibly at locations where deep foundations may be required for bridge or viaduct

8.3 Geoenvironmental hazards

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These are areas of land which potentially contain residues from industrial activities that by direct dermal contact or inhalation could harm construction workers employed in the construction of the tramway or by surface runoff or infiltration could enter controlled waters. The highest concentrations of industrial land use within the study area are in the Derwent and Erewash valleys which are intersected by Option 1, Option 2, Option 5, Option 6A and Option 6Bi and Option 6Biii. The historic land uses within the study area were assigned a qualitative source severity of ‘high’, ‘medium’ or ‘low’ as listed in the inset table on MMD- 364372-C-DR-SW-100-0006 P02.

Controlled water

The Principal Aquifers within the study area are rocks of the Sherwood Sandstone Group, outcrops of which are highlighted on MMD-364372-C-DR-SW-100-0006 P02. Principal Aquifers are rocks that have high intergranular or fracture permeability and storage. They may support water supply and/or base river flow on a strategic scale. Secondary A Aquifers, which are permeable layers capable of supporting water supplies at a local rather than strategic scale, are the terrace gravels of the River Trent and its tributaries and are highlighted on the same drawing. None of the Stage 2 route options directly intersect groundwater source protection zones.

Landfill

Groundgas migrating from landfill sites presents an explosion hazard and, if accumulating in excavations associated with any of the tramway routes or in service ducts, an asphyxiation or poisoning hazard. The route options that directly intersect historical landfills are discussed in the section on compressible ground above. The landfills include a number of landfills closed in the 1990s which could be actively producing gas emissions. In addition to the ground investigation objectives already outlined at locations where future option corridors intersect landfill sites, the current ground gas and groundwater regime at those sites should be established in order to assess the immediate risks to construction workers and future risks to workers entering below ground spaces such as cable ducts or pumping stations.

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9 Cost Estimates

9.1 Cost estimates

Initial estimates for Options 3C, 3C (ii), 6A and 6B (iii) have been developed to provide an indication of potential route construction costs. It should be noted that the costs shown for Options 3C and 3C (ii) include the Option 1 and Option 2 route alignments and therefore represent the cost of a continuous route from Toton park and ride to East Midlands Airport. Similarly for Options 6A and 6B (iii), the costs includes for Option 1 and Option 5 route alignments and therefore represent the cost of a continuous route from Toton park and ride to Derby.

The cost estimates presented in Table 9.1 are solely for construction work and materials. The estimates are at 2Q2016 prices and include allowances for a number of indirect costs to the contractor such as prelims (25%), traffic management (5%), design (10%), testing and commissioning (3%) and risk (5%). However the costs do not include for optimism bias, inflation or any Client and Sponsor costs. Detailed breakdowns of the estimates are included in Appendix G.

Table 9.1: Summary costs for Options 3C, 3C (ii), 6A and 6B (iii) Route Length Total route cost Average route Route Option Origin - Terminus No. of stops (km) (£m) cost (£m/km) Option 3C Toton P&R – East (includes Midlands Airport via 14.5 12 346 23.9 Options 1 & 2) West Park Option 3C (ii) Toton P&R – East (includes Midlands Airport via 18.2 13 388 21.3 Options 1, 2 & Castle Donington part 3C) Option 6A Toton P&R – Derby 15.8 5 682 43.2 (includes city centre via A52 Options 1 & 5) Option 6B (iii) Toton P&R – Derby (includes city centre via former 16.8 15 402 23.9 Options 1) canal corridor

9.2 Assumptions and exclusions

This estimate is based on the assumptions below:

 Tram signalling deemed to be at crossover/turnouts and at stops shown on the drawings only.  New signal interface with UTC deemed to be the total number of highway signalled junctions.  A nominal Allowance has been made for noise and EMC mitigation measures.  Disposal of excavated material assumed - 50% inert, 50% contaminated.  Ground conditions are currently unknown and therefore the estimate is based on good conditions (i.e. CBR values > 5%).  Mid-point height taken for ramps and retaining wall calculations.  Width for site clearance taken as 8m wide on highways.  An allowance has been made for lighting columns along route length.

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 An allowance has been made for Utility diversion costs  Tram stops are to a standard specification, no high quality public realm works allowed for.  Parallel feeder cables can run in the 12 way duct route, and cost for cable is included within OLE costs.  An allowance has been made for low voltage power for full length of route.  Assumed standard kerbing.  Assumed no works to footway required other than that covered by ancillary works to the highway. It does not allow for urban realm upgrades to paving.  Seven new substations included for Options 3C, 6A and 6B (iii) and eight new substations included for Option 3C (ii)  Notional provisional sum allowance included for modification to NET Phase Two track.  Provisional sum allowance for additional tram vehicles and modification/expansion of existing depot/ provision of vehicle stabling along the route.  Provisional sum allowance for land acquisitions.

Specific exclusions to the cost estimates include:  No drainage attenuation is required.  No allowance has been made for Sponsor costs.  No allowance for contingency  VAT  The estimate is a base estimate - there is an allowance for estimating uncertainty but no allowance for project risk or any other allowances included within the rates apart from any allowances to compensate for urban area working.  There is no allowance for works to any basements.  No allowance has been made for operating, maintaining or renewal costs.  No allowance has been made for specific landscaping or environmental mitigation works.  No allowance has been made for Asbestos removal and disposal.

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10 Operational issues

10.1 Runtime

Runtime assessments have been carried out for selected Stage 2 route options. Results of the assessments are tabulated in Tables 10.1 and 10.2 below.

Table 10.1: Summary of runtimes for selected routes starting from Toton park and ride Route length Number of Average tram Option Origin - Terminus Total runtime (km) stops speed (kph)

Short Extension Options

Option 1 Toton P&R – HS2 hub 1.63 2 4 mins 15 secs 23 Option 2 Toton P&R – Long Eaton 2.97 4 7 mins 33 secs 24 Option 5 Toton P&R – Potential P&R 3.58 4 8 mins 48 secs 24 adjacent to M1 Junction 25

Options to East Midlands Airport

Option 3B (i) Toton P&R – EM Airport (via (includes Church Wilne water treatment 14.38 10 27 mins 38 secs 31 Options 1 & 5) works) Option 3C Toton P&R – EM Airport (via 14.52 12 29 mins 8 secs 30 (includes West Park) Options 1 & 2) Option 3C (ii) Toton P&R – EM Airport (via 18.24 13 37 mins 3 secs 30 (includes Castle Donington) Options 1 & 2) Option 3F Toton P&R – EM Airport (via (includes Fields Farm Road and Long 15.89 13 32 mins 45 secs 29 Options 1, 2 & Eaton railway station) 3C)

Options to Derby

Option 6A (includes Toton P&R – Derby (via A52) 15.77 5 22 mins 2 secs 43* Option 1) Option 6B (i) Toton P&R – Derby (via former 16.50 14 31 mins 47 secs 31 (includes canal corridor) Options 1 & 5)

* Option 6A indicates a much higher average tram speed compared with other options due to the nature of the route which bypasses built up areas such as Breaston and Draycott resulting in significantly fewer potential stop locations. A relatively smooth horizontal geometry by travelling on the central reserve of the A52 also helps maintain a high average speed.

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Table 10.2: Summary of runtimes for selected routes starting from HS2 hub Route length Number of Average tram Option Origin - Terminus Total runtime (km) stops speed (kph)

Short Extension Options

Option 2 HS2 hub – Long Eaton 1.34 2 3 mins 18 secs 24 Option 5 HS2 hub – Potential P&R 2.39 2 5 mins 16 secs 27 adjacent to M1 Junction 25

Options to East Midlands Airport

Option 3B (i) HS2 hub – EM Airport (via (includes Church Wilne water treatment 13.24 8 24 mins 6 secs 33 Option 5) works) Option 3C HS2 hub – EM Airport (via West 12.89 10 24 mins 53 secs 31 (includes Park) Option 2) Option 3C (ii) HS2 hub – EM Airport (via 16.63 11 32 mins 48 secs 30 (includes Castle Donington) Option 2) Option 3F Toton P&R – EM Airport (via (includes for Fields Farm Road and Long 14.26 11 28 mins 30 secs 30 Options 1, 2 Eaton railway station) & 3C)

Options to Derby

Option 6A HS2 hub – Derby (via A52) 14.60 3 18 mins 30 secs 47* Option 6B (i) HS2 hub – Derby (via former 15.33 12 28 mins 15 secs 33 (includes canal corridor) Option 5)

The runtimes above are intended to provide an indication of approximate journey durations starting from either Toton park and ride or the HS2 hub. All runtimes are generated based on the following set of assumptions:

 Trams have full priority at signalised junctions or crossings, therefore no delay has been attributed to runtimes  Although full priority has been assumed for trams, tram speeds are reduced to 35kph on the approach to all signalised junctions  For on-street sections, tramways follow existing highway speed restrictions  In off-street sections, trams can travel at a top speed of 70kph  25 second dwell time at all proposed tramstops

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runtimes with track cant when the vertical alignment design is developed but there may also be a possibility of an increase in runtimes due to adverse vertical alignment conditions.

There may be some delay at a small number of critical junctions albeit much of the routes under consideration have limited interface with the highway. Of the routes, Options 3C, 3F and 6B (i) have the highest level of interface with highway traffic with approximately 1km, 2.5km and 3.5km of street running sections respectively. Critical junctions include ‘The Green’ in Long Eaton, M1 Junction 24 and the Cock Pitt / Morledge junction in Derby city centre. More details of junction assessments / impacts can be found in Section 7.

10.2 Operating service pattern

The NET service currently operates with a 8+8 service pattern at peak hours and a 6+6 (10am – 3pm & 7pm – 9pm) and 4+4 (6am – 7am & 9pm – 12am) service patterns at off peak hours – i.e. 8 trams per hour per direction from Toton Lane and 8 from Hucknall at peak hours and 6 or 4 trams per hour per direction (depending on time) at off peak hours. Journey times from Hucknall to Toton Lane and Nottingham Station to Toton Lane are indicated as approximately 60 minutes and 29 minutes respectively.

Potential operating scenarios that could be adopted for the network with the HS2 / East Midlands Airport / Derby extensions are listed below.

HS2 hub extension

This extension is a short distance (1.63km) away from Toton Lane park and ride and could therefore be considered an ‘organic’ extension of the network, retaining the current service frequencies in peak and off peak hours. Journey times from Hucknall and Nottingham Station to the HS2 hub would be increased to approximately 64 minutes and 33 minutes respectively. 2 new vehicles may potentially be required to maintain the current service pattern.

Long Eaton extension

Similar to the HS2 hub extension, Long Eaton is a relatively short distance (2.97km) away from Toton Lane park and ride and could therefore be considered an ‘organic’ extension of the network. As for the HS2 hub extension, it is expected that the current service frequencies in peak and off peak hours would be retained. Journey times from Hucknall and Nottingham Station to Long Eaton would be increased to approximately 67 minutes and 36 minutes respectively. 2 new vehicles may potentially be required to maintain the current service pattern.

East Midlands Airport (EMA) extension

Option 3C for the EMA extension is approximately 14.5km from Toton park and ride and 13km from the HS2 hub. The following are potential operating scenarios that could be adopted for this extension:

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 The existing NET service pattern could be extended to EMA instead of terminating at Toton park and ride. Total journey time from Hucknall and Nottingham Station would be increased to approximately 87 minutes and 56 minutes respectively  The HS2 hub could be made into an interchange stop for services from Hucknall / Nottingham Station and EMA, essentially creating 2 linked routes with different operating patterns. In this scenario, the EMA extension service frequency from the HS2 hub could potentially be tailored to the future HS2 timetable. Journey time from the HS2 hub to EMA is approximately 23 minutes.

On the assumption that the existing service frequency is retained (8 trams per hour per direction in peak hours), 8 new vehicles may be required for both scenarios above.

Derby extension

Option 6B (i) for the Derby extension is approximately 16.5km from Toton park and ride and 15km from the HS2 hub. Similar to the EMA extension, the following are potential operating scenarios that could be adopted for this extension:

 The existing NET service pattern could be extended to Derby instead of terminating at Toton park and ride. Total journey time from Hucknall and Nottingham Station would be increased to approximately 92 minutes and 61 minutes respectively  The HS2 hub could be made into an interchange stop for services from Hucknall / Nottingham Station and Derby, essentially creating 2 linked routes with different operating patterns. Journey time from the HS2 hub to Derby is approximately 28 minutes.

On the assumption that the existing service frequency is retained (8 trams per hour per direction in peak hours), 8 new vehicles may be required for both scenarios above.

EMA and Derby extensions

In the event that both EMA and Derby extensions are taken forward, a total of 16 new vehicles would be required to retain the existing service frequency at peak hours. It should be noted that 2 different locations are assumed for the HS2 hub tramstop for the EMA and Derby extensions. In the considered EMA extensions via Long Eaton, the stop is positioned to the west of ‘Toton Sidings’ whereas in the Derby extensions, the stop is positioned on the structure above ‘Toton Sidings’. The figures below illustrate the different locations.

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Figure 10.1: HS2 stop for EMA extensions via Long Figure 10.2: HS2 stop for Derby extensions and EMA Eaton extensions via north Long Eaton

Figure 10.1 shows the HS2 stop on the western side of the railway while Figure 10.2 shows the HS2 stop on the structure over the railway. The stop location shown in Figure 10.2 is suitable for both extensions but may not be optimally positioned with respect to the HS2 station – there may be a long walking distance between the tramstop and the East Midlands Hub train station entrance. The stop location shown in Figure 10.1 is suitable for the EMA extension via Long Eaton but for services from Derby towards Toton / Nottingham, trams would need to turn around at the stop. Alternatively provision of two stops serving HS2 could be considered but this would need to be supported by clear wayfinding signage and possibly regular audio announcements to prevent confusion. Developing the tram proposals including stop location in close conjunction with the development of the HS2 station and wider access proposals will provide considerable opportunity to develop a fully integrated optimum solution.

Vehicle capacity

The current Bombardier Incentro and Alstom Citadis vehicles used on the NET system have capacities of approximately 190 and 200 passengers respectively (including standing capacity). There is not yet clarity on the peak number of HS2 passengers likely to alight at the East Midlands stop and the proportion of

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passengers who would carry on their journeys on the tram network. In the event of a high number of passengers alighting from an HS2 train (which has a capacity of up to 1100 passengers) to use the tram, there may be a possibility that one scheduled tram service could not accommodate all passengers. This scenario would need to be considered in more detail through further work on demand forecasting. If required, more tram services could be provided at peak periods when most HS2 passengers are forecast to arrive.

Existing depot and stabling facilities

The NET system currently consists of 37 vehicles and one depot located off Wilkinson Street on NET Line 1 north of the city centre . There are four maintenance berths and one daily service berth within the depot. For the short extension options from Toton park and ride to the HS2 hub and Long Eaton, 2 additional vehicles would be required to maintain the current service frequency. This could potentially be accommodated by the existing facilities at Wilkinson Street depot although it should be noted that stabling capacity is already constrained.

For the longer extensions to EMA and Derby, 8 new vehicles would be required for the same service pattern. The four existing maintenance berths may still be sufficient to accommodate the expanded fleet but additional stabling capacity would have to be provided. This additional capacity could potentially be provided at a location which would be more balanced to the overall extended route compared to the Wilkinson Street depot site. A more central location for the extended network would reduce the amount of ‘dead running’ for trams at the start and end of services. As an indication of potential ‘dead running’, there is approximately 14km from Wilkinson Street depot to the HS2 hub and over 30km from Wilkinson Street depot to Derby.

10.3 Journey times

Table 9.1 below provides an indication of journey times from various stops along the current NET network to the HS2 hub, Derby or EMA.

Table 10.3: Indicative journey times from various NET stops to HS2 hub / Derby / EMA and vice versa Journey time to HS2 hub Journey time to EMA Journey time to Derby Existing NET stops (mins) (mins) (mins) Beeston town centre 15 40 43 Queen’s Medical Centre 24 49 52 NG2 28 53 56 Nottingham Station 33 58 61 Wilkinson Street 50 75 78 Hucknall 64 89 92

Table 9.2 below provides an indication of journey times from potential park and ride sites to the HS2 hub.

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Table 10.4: Indicative journey times from potential park and ride sites to HS2 hub Potential park and ride sites Journey time (mins) Park and ride facility west of M1 and north of Longmoor Road 5 Park and ride facility west of M1 Junction 24A and north of A50 16 Park and ride facility south of Megaloughton Lane and A52 / A6005 roundabout 20

It should be noted that the above journey times assume that current tram services would continue from Toton park and ride towards the HS2 hub, EMA and Derby. Going forward, further discussions would be required with the NCiC, the various other relevant local authorities and Tramlink Nottingham to develop the optimum service pattern taking into account future planned changes to the operating timetable and demand forecasts.

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11 Key Risks / Opportunities and Conclusions

This report has considered a number of potential NET extensions from the current Toton park and ride terminus.

Short extension options were considered to the HS2 East Midlands hub, Long Eaton and a potential park and ride site to the west of M1. Further extensions were considered to East Midlands Airport (EMA), Donington Park and Derby. Three potential park and ride sites were also identified in this study – one adjacent the M1, one to the south of A50 and one to the south of the A52 / A6005 roundabout.

19 initial options were identified in Stage 1 of the study. Following consultation with various key stakeholders and a preliminary assessment of all options which included initial runtime calculations and identification of environmental constraints and geotechnical / geo-environmental hazards, 6 options were ‘parked’ from further study. Route selections at this stage were based largely on minimising runtimes and potential costs as well as initial view on technical complexity and feasibility.

The 13 options that were taken forward to Stage 2 were assessed in greater detail under the following headings:

 Route commentary (technical feasibility and key route constraints)  Key environmental issues  High level traffic assessment  Geotechnical hazard identification and risk assessment  Capital cost estimates  Operational issues including runtime

Some of the key / major route constraints for the various extensions are identified below:

 Extension to HS2 hub (Option 1) – Interface with HS2 East Midlands hub. Locations of the HS2 tramstop are shown in different locations for options of further onward extensions to Long Eaton / EMA and Derby. Optimum tramstop position and access arrangements would have to be determined in conjunction with HS2 proposals to minimise distance between stop and HS2 station.  Extension to Long Eaton (Option 2) – Terminus location in Long Eaton to be determined. Terminus within Long Eaton square would significantly reduce square space and turn-back facilities may present safety hazard to pedestrians. Potential location in car park identified with relatively small impact on parking spaces but would require demolition of two buildings – Modification to layout of ‘The Green’ may generate local opposition due to historical significance – New signalised tramway crossing may exacerbate traffic conditions in the area  Extension to EMA / Donington Park – Demolition of residential properties along Sandwell Close (Option 3C) – Interface with East Midlands Gateway development. Optimum interchange stop location with development to be determined in conjunction with Roxhill Development (Options 3A, 3B, 3B i, 3C, 4)

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– Interface with EMA. Further work required on route options to optimise alignment to mitigate impacts to existing airport infrastructure (landing lights, public safety zone) including consideration of vertical alignment/height of tramway OLE infrastructure (Options 3A, 3B, 3B i, 3C, 4) – Interface with Highways England. Significant highway works to create segregated central tramway corridor along A453 (Options 3A, 3B, 3B i, 3C, 4) – Interface with Church Wilne water treatment plant. Proposed tramway running within treatment plant compound may require diversionary works to major underground infrastructure (Option 3B (i)) – Reconstruction of railway bridge over Tamworth Road and consequent impact on highway and surrounding properties (Option 3F) – Potential modification / reconstruction of a number of M1 structures to accommodate tramway (Options 3A, 3B, 3B i, 3C, 3C ii, 4) – On-street section along Tamworth Road. Reconfiguration of parking and bus layby facilities required. Potential to exacerbate traffic conditions in area  Extension to Derby – Major highway works, significant land-take and modification / reconstruction of structures for route along A52 corridor (Option 6A) – Conflicts with canal restoration proposals, which already has outline permission, for routes along former canal corridor. Existing corridor width would be able to accommodate dual track tramway with footway / cycleway facility running alongside but restoration of canal would not be possible (Options 6B i, ii, iii & iv) – Significant modifications / reconstruction of A52 / Raynesway junction structures (Options 6B i, ii, iii & iv) – Significant modifications / reconstruction of St. Alkmund’s Way structure in Derby city centre (Options 6A, 6B i) – Significant land-take required from Derby College and Network Rail to construct bridge structure over railway. Approach ramp for structure in close proximity to college building. Demolition of 2 properties along Siddals Road (Option 6B iii) – Interface with Pentagon island and several other major junctions in Derby city centre – Interface with flood defence measures in Derby as part of Our City Our River scheme

Other route constraints and issues are highlighted in the following table which provides a summary for all options:

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Table 11.1: Summary of route constraints / issues for all options Approximate Cost Route % journey time estimate Environmental Environmental Option Origin – Terminus length (km) segregation (mins) (£m) Route risks / constraints Route benefits summary risk score

Short Extension Options

Significant risks / constraints:  ‘Organic’ extension of NET system to provide This route option was -11  Interface with HS2 and East Midlands Hub – Structure over connectivity between Nottingham and HS2 station the lowest scoring HS2 railway and East Midlands Hub station. Phasing of  Providing a link between Toton park and ride and option for potential construction with HS2 (including significant works with HS2 station environmental risks classic railway) would need to be considered, particularly if with non-significant early construction of NET is desired. HS2 design to take negative effects on into account proposed tram routes across the station air quality, land Toton P&R – HS2 allocations and Option 1 1.6 75 4 79 Hub  If NET is extended to Derby, location of HS2 stop would ecology during both require tram services to turn around at HS2 stop. the operational and construction phase. Other risks / constraints:  Interface with ‘Lime Rise’ development  Coordination with HS2 station, interchange and access proposals Option 1 risks / constraints and: Option 1 benefits and: This route option -35  Connects Nottingham to Long Eaton and Long scored relatively Eaton to the HS2 Hub highly for Significant risks / constraints: environmental risk  Tram crossing of ‘The Green’ which has historical  Relatively quick journey time with potential significance and potential to raise local opposition significant negative Toton P&R – Long Option 2 3.0 72 8 105 effects on both the Eaton  On-street section along Market Place which already experiences a high level of traffic during peak hours historic and water environment.

Other risks / constraints:  Potential terminus location in Lawrence Street car park would require demolition of 2 buildings Option 1 risks / constraints and: Option 1 benefits and: This route option -39  Connects HS2 Hub with a further park and ride site scored relatively adjacent to M1 highly for potential Significant risks / constraints: environmental risks  Conflicts with canal restoration proposal which already has  High level of segregation, therefore less traffic with potential outline planning permission. Existing cross section could interface significant negative accommodate tramway and shared footway / cycleway but effects on noise and Toton P&R – not sufficient for canal restoration vibrations, historic Option 5 Potential P&R 3.6 89 9 139 environment, and adjacent to M1 ecology. Other risks / constraints:  Location of HS2 tramstop further away from main HS2 station (on or in the vicinity of structure over HS2) which could result in interchange / accessibility issues  Modifications to M1 bridge over Longmoor Lane to accommodate tramway OLE

Options to East Midlands Airport (EMA) / Donington Park

Options 1 & 5 risks / constraints and: Option 1 benefits and: This route option has -24  Provides good penetration of residential area to the the potential for east of M1 significant negative Significant risks / constraints: effects on noise and  Interface with East Midlands Gateway development  Predominantly segregated tramway, therefore less vibrations as well as Toton P&R – EMA traffic interface water environment Option 3A 14.3 94 - -  Interface with Highways England – Major works to modify / via Petersham Road widen A453 to create central segregated tramway corridor  Interchange facilities with East Midlands Gateway during both the along A453 development construction and operation stages.  Interface with East Midlands Airport – Segregated tramway  Serves Pegasus Business Park corridor to the west of A453 may potentially conflict with airport landing lights and public safety zone

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Approximate Cost Route % journey time estimate Environmental Environmental Option Origin – Terminus length (km) segregation (mins) (£m) Route risks / constraints Route benefits summary risk score

Other risks / constraints:  Does not connect with potential P&R site adjacent to M1 although route passes in close vicinity to site  Land-take from Brackenfield School and Wilsthorpe Community School  Culverting of a 200m length of Golden Brook – interface with the Environment Agency  Modifications to M1 bridge over Tamworth Road to accommodate tramway OLE  Signalised tramway crossing of M1 Junction 24  Land-take from properties along Beverley Road Options 1 & 5 risks / constraints and: Option 1 benefits and: This route option has -26  Connects HS2 Hub with a further park and ride site the potential for adjacent to M1 significant negative Significant risks / constraints: effects on the water  Three crossings under M1 bridge structures in separate  Predominantly segregated tramway, therefore less environment during locations. Higher cost associated with modifications of traffic interface both the construction bridges to accommodate tramway OLE  Interchange facilities with East Midlands Gateway and operation  Interface with East Midlands Gateway development development stages.  Interface with Highways England – Major works to modify /  Serves Pegasus Business Park Toton P&R – EMA widen A453 to create central segregated tramway corridor Option 3B via potential P&R 14.3 93 - - along A453 adjacent to M1  Interface with East Midlands Airport – Segregated tramway corridor to the west of A453 may potentially conflict with airport landing lights and public safety zone

Other risks / constraints:  Less penetration of residential areas due to alignment on the western side of M1  Signalised tramway crossing of M1 Junction 24  Land-take from properties along Beverley Road Options 1 & 5 risks / constraints and: Option 1 benefits and: This route option has -26  Connects HS2 Hub with a further park and ride site the potential for adjacent to M1 significant negative Significant risks / constraints: effects on the water  Interface with Church Wilne Water Treatment Works –  Predominantly segregated tramway, therefore less environment during proposed route within compound of treatment plant may traffic interface both the construction have an impact on existing infrastructure  More direct route compared to Option 3B. Route and operation  Least penetration of residential areas to the east of M1 keeps running on western side of M1 until it re-joins stages. compared to other options with Option 3C at Tamworth Road crossing  Interface with East Midlands Gateway development  Interchange facilities with East Midlands Gateway Toton P&R – EMA development  Interface with Highways England – Major works to modify / via Church Wilne Option 3B (i) 14.4 95 28 - widen A453 to create central segregated tramway corridor  Serves Pegasus Business Park Water Treatment along A453 works  Interface with East Midlands Airport – Segregated tramway corridor to the west of A453 may potentially conflict with airport landing lights and public safety zone

Other risks / constraints:  Modifications to M1 bridge over Longmoor Lane to accommodate tramway OLE  Signalised tramway crossing of M1 Junction 24  Land-take from properties along Beverley Road Options 1 & 2 risks / constraints and: Options 1 & 2 benefits and: This was the highest -39 Toton P&R – EMA scoring route option Option 3C via East Midlands 14.5 90 29 346  Serves Long Eaton town centre in terms of potential Gateway Significant risks / constraints:  High level of segregation, therefore less traffic environmental risks,

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Approximate Cost Route % journey time estimate Environmental Environmental Option Origin – Terminus length (km) segregation (mins) (£m) Route risks / constraints Route benefits summary risk score  Interface with East Midlands Gateway development interface with potential significant negative  Interface with Highways England – Major works to modify /  Provides good penetration of residential area to the east of M1 effects on both the widen A453 to create central segregated tramway corridor historic and water along A453  Interchange facilities with East Midlands Gateway environments as well  Interface with East Midlands Airport – Segregated tramway development as ecology. This corridor to the west of A453 may potentially conflict with  Serves Pegasus Business Park route also scored airport landing lights and public safety zone relatively highly for air quality and noise and vibrations. Other risks / constraints:  On-street section along Tamworth Road. Reconfiguration of cycle lanes, on-street parking and bus laybys required  Demolition of existing fire station and vertical alignment issues over canal adjacent to fire station  Demolition and land-take of properties along Sandwell Close  Modifications to M1 bridge over Tamworth Road to accommodate tramway OLE  Signalised tramway crossing of M1 Junction 24  Land-take from properties along Beverley Road Options 1 & 2 risks / constraints and: Options 1 & 2 benefits and:  Serves Long Eaton town centre Significant risks / constraints:  High level of segregation, therefore less traffic  Significantly longer journey time to EMA interface  Highest construction cost among all EMA options  Provides good penetration of residential area to the east of M1  Interface with Park Lane development in Castle Donington  No interface with East Midlands Gateway

development apart from new structure over railway Other risks / constraints: link Toton P&R – EMA Option 3C (ii) 18.2 90 37 388 via Castle Donington  On-street section along Tamworth Road. Reconfiguration of  No interface with EMA runway cycle lanes, on-street parking and bus laybys required  No highway modifications required to A453  Demolition of existing fire station and vertical alignment  Serves Trent Lane industrial estate and M&S issues over canal adjacent to fire station distribution centre  Demolition and land-take of properties along Sandwell  Serves Castle Donington and new Park Lane Close development  Modifications to M1 bridge over Tamworth Road to

accommodate tramway OLE  Land-take from industrial / commercial premises along Trent Lane Option 1 risks / constraints and: Options 1 benefits and:  Avoids Market Place and ‘The Green’ in Long Eaton Significant risks / constraints:  Provides good penetration of residential area to the  Reconstruction of railway bridge over Tamworth Road – east of M1 potential for significant impact on properties in the vicinity by  Serves Long Eaton railway station lowering existing road levels  Interchange facilities with East Midlands Gateway  Interface with Network Rail – lengthy section (1.75km) of development tramway adjacent to HS2 and classic railway  Serves Pegasus Business Park Toton P&R – EMA  Long section on-street running (2.5km) along Fields Farm Option 3F via Long Eaton 15.9 81 33 - Road, Tamworth Road and Draycott Road increasing railway station interface with highway traffic  Modification or reconstruction of A6005 Nottingham Road bridge structure

Other risks / constraints:  Reconstruction of 3 existing footbridge structures  Land-take from properties along Portland Road  Modifications to M1 bridge over Tamworth Road to

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Approximate Cost Route % journey time estimate Environmental Environmental Option Origin – Terminus length (km) segregation (mins) (£m) Route risks / constraints Route benefits summary risk score accommodate tramway OLE  Signalised tramway crossing of M1 Junction 24  Land-take from properties along Beverley Road Options 1, 2 & 3C risks / constraints and: Options 1, 2 & 3C benefits and: This was the second -12  Serves Donington Park racing circuit lowest scoring route option for potential Significant risks / constraints: environmental risk Toton P&R –  Significant additional length serving site with occasional with non-significant Option 4 18.5 91 35 - Donington Park major usage negative effects on ecology, land allocations, historic environment and air quality.

Options to Derby

Option 1 risks / constraints and: Option 1 benefits and: This route option has -34  Relatively smooth alignment following the A52 the potential for corridor significant negative Significant risks / constraints: effects on noise and  Highest construction cost among all Derby options  Shortest route and fastest runtime between Toton vibrations as well as P&R / HS2 Hub and Derby among all Derby options  Significant highway works required to A52 and land-take water environment required from properties, particularly around Spondon  Highest level of tram segregation among all Derby during both the options, therefore least traffic interface construction and  Numerous structures requiring modification / potential operation stages. reconstruction along 12.5km section of A52  Modification / potential reconstruction of A52 / Raynesway junction structures  Major structure required for tramway to join the central Toton P&R – Derby reserve of A52 Option 6A 15.8 95 22 682 via A52  Interface with Pentagon island and signalised crossings of roundabout arms. New tramway crossings may exacerbate traffic conditions  New structure under railway at the end of Cranmer Road  Modification / potential reconstruction of St. Alkmunds Way structure in Derby city centre  Potential interface with flood defence scheme (Our City Our River)

Other risks / constraints:  Reconfiguration of a number of junctions for existing side roads joining with the A52 Options 1 & 5 risks / constraints and: Options 1 & 5 benefits and: This route option has -39  Defined corridor for tramway along former canal the potential for corridor significant negative Significant risks / constraints: effects on noise and  Conflicts with canal restoration proposals. Existing cross  Better penetration of towns between Toton and vibrations as well as section could accommodate tramway and footway / Derby the historic and water cycleway but not sufficient for canal restoration  Serves both potential park and ride sites adjacent to environments during  Modification / potential reconstruction of A52 / Raynesway M1 and south of A52 / A6005 roundabout both the construction Toton P&R – Derby junction structures and operation via former canal Option 6B (i) 16.5 76 32 - stages. corridor and  Least tram segregation among all Derby route options, Chequers Road therefore increasing interface with highway traffic – approximately 3km of on-street section along Stanier Way, Wyvern Way and Chequers Road  New structure under railway at the end of Cranmer Road  Modification / potential reconstruction of St. Alkmunds Way structure in Derby city centre  Potential interface with flood defence scheme (Our City Our River) Option 6B (iii) Toton P&R – Derby 16.8 90 - 402 Options 1 & 5 risks / constraints and: Options 1 & 5 benefits and: This route option has -31

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Approximate Cost Route % journey time estimate Environmental Environmental Option Origin – Terminus length (km) segregation (mins) (£m) Route risks / constraints Route benefits summary risk score via former canal  Defined corridor for tramway along former canal the potential for corridor and Derby significant negative Significant risks / constraints: corridor railway station effects on noise and  Conflicts with canal restoration proposals. Existing cross  Better penetration of towns between Toton and vibrations as well as section could accommodate tramway and footway / Derby the historic and water cycleway but not sufficient for canal restoration  High level of segregation, therefore less traffic environments during  Modification / potential reconstruction of A52 / Raynesway interface both the construction junction structures  Serves both potential park and ride sites adjacent to and operation stages.  Interface with ‘Derby Triangle’ development – tramway M1 and south of A52 / A6005 roundabout proposed to run on northern fringe of development.  Serves iPro (Pride Park) stadium, Derby railway Alternative alignment to the south of development and Pride station and Derby bus station Parkway potentially reduces interface issues  Tramstop proximity to iPro stadium may give rise to safety concerns after major events. Alternative alignment and tramstop locations to the south of ‘Derby Triangle’ development and iPro stadium may alleviate safety concerns  Significant land-take required from Derby College and Network Rail to accommodate tramway and tramway structure over railway. Proximity of structure to college building would affect all accesses / exits on western façade of building. Alternative alignment via Pride Parkway avoids Derby College but tramstop for Derby railway station is further away  Demolition of 2 buildings along Siddals Road

Other risks / constraints:  Land-take from commercial properties along Stanier Way  New signalised tramway crossing of Pride Parkway  New tramway crossing of Cock Pitt junction. Potential to exacerbate traffic conditions  Reconfiguration of taxi / bus / servicing facilities along Morledge for on-street tram section Options 1 & 5 risks / constraints and: Options 1 & 5 benefits and: This route option has -27  Defined corridor for tramway along former canal the potential for corridor significant negative Significant risks / constraints: effects on noise and  Conflicts with canal restoration proposals. Existing cross  Better penetration of towns between Toton and vibrations as well as section could accommodate tramway and footway / Derby the historic and water cycleway but not sufficient for canal restoration  High level of segregation, therefore less traffic environments during  Modification / potential reconstruction of A52 / Raynesway interface both the construction and operation junction structures  Serves both potential park and ride sites adjacent to stages.  Interface with ‘Derby Triangle’ development – tramway M1 and south of A52 / A6005 roundabout proposed to run on northern fringe of development.  Serves iPro (Pride Park) stadium, Derby railway Toton P&R – Derby  Highest interface with flood defence proposals (Our City station and Derby bus station (albeit proposed via former canal Option 6B (iv) 16.4 92 - - Our River) among all Derby options due to route adjacent to tramstop locations are further away from Option 6B corridor and adjacent River Derwent iii) to River Derwent  Demolition of 1 building along Siddals Road

Other risks / constraints:  Land-take from commercial properties along Stanier Way  Approximately 250m section of canal to be culverted (adjacent to Station Approach)  New tramway crossing of Cock Pitt junction. Potential to exacerbate traffic conditions  Reconfiguration of taxi / bus / servicing facilities along Morledge for on-street tram section

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Extending from Table 11.1, the routes to EMA can be broadly classified into the following 3 categories:

 Routes via Long Eaton – Route options 3C and 3F fall into this category. These options provide a good penetration of Long Eaton and the residential areas in the vicinity but typically have higher levels of on- street tramway (81% – 90% segregation), potentially resulting in less reliable journey times and higher construction costs. Option 3F requires the reconstruction of the railway bridge over Tamworth Road and the consequent impact on surrounding properties due to highway works could potentially inflate costs further. All route options via Long Eaton and north Long Eaton (see below) would have interfaces with the East Midlands Gateway development, Highways England (A453) and East Midlands Airport (runway infrastructure).

 Routes via north Long Eaton – Route options 3A, 3B and 3B (i) fall into this category. These options avoid the centre of Long Eaton by running partly along the former canal corridor and typically have a higher level of segregation (93% - 95% segregation) compared to other EMA options which could potentially result in more reliable journey times and relatively lower construction costs. All 3 routes would re-join Option 3C further south. Options 3B and 3B (i) serve the potential park and ride site adjacent to M1 but would offer much less penetration into the residential areas to the east of M1. Option 3A offers better penetration to residential areas but does not serve the park and ride site. If Option 3A is taken forward, there may be merit in connecting the route to the potential park and ride site although this would involve the trams turning around at the park and ride stop to continue the journey towards EMA.

 Route via Castle Donington – Route option 3C (ii) falls into this category. This option broadly follows Option 3C up to Tamworth Road where it diverges towards Castle Donington. This route captures most benefits of Option 3C but would avoid potentially costly and complicated interfaces with the East Midlands Gateway development, Highways England (A453) and East Midlands Airport (runway infrastructure). Additional benefits include serving the Trent Lane industrial estate (M&S distribution centre) and Castle Donington. However the route is much longer compared to other options resulting in a long journey time to the airport (over 37 minutes) and the highest cost of construction among all EMA options considered.

Routes to Derby can be broadly classified into the following 2 categories:

 Route via A52 corridor – Option 6A follows the A52 corridor, running along a central segregated section. This options provides a fast (22 mins) and direct link between Toton / HS2 Hub and Derby. However the route requires significant highway modifications to the A52 and land-take from adjacent properties resulting in a high cost of construction (highest among all Derby options). This option has the highest level of segregation among all Derby options (95%) but provides poor penetration to towns between Toton and Derby.

 Route(s) via former Derby and Sandiacre canal corridor – Option 6B and all its sub-options broadly follow the former canal corridor. This route provides much better penetration to towns between Toton and Derby compared to Option 6A but journey times are generally longer (approximately 32 minutes).

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Construction cost is significantly cheaper as the corridor is well defined but the proposed tramway conflicts with canal restoration proposals which have already obtained outline planning permission. Depending on the sub-option within Derby, this route offers a high level of segregation (76% - 92%), albeit lower compared to Option 6A, and serves major transport links and attraction points in Derby city centre (note that tramstop distances to various attraction points vary according to sub-options).

The study has confirmed a number of feasible route options with a range of environmental, engineering and traffic issues identified for these options. At this stage of scheme development, none of these issues has been of such significance as to lead to any particular route option to be definitively discounted. Should the extensions be progressed further, key further work will include consideration of patronage and economic / business case, with this work helping to inform further route option selection through identifying the sensitivities between speed of operation, stop locations/ penetration to local centres, and capital cost. Alongside this further more detailed discussions with major stakeholders would be required. The key project and technical risks and opportunities identified within this study, together with recommendations for next steps to address these, are highlighted as follows:

Table 11.2: Key project and technical risks / opportunities Risk / Opportunity Possible impacts Suggested actions to mitigate Significant environmental issue Potential for significant environmental Progress environmental studies identified mitigation required including desktop and baseline surveys. Where necessary, amend route alignments to avoid or reduce interface with environmentally sensitive areas. Interface with HS2 and East Midlands Risk that sub-optimal arrangement is Continue to work closely with other Hub not yet fully defined derived. Also opportunity to influence stakeholders to develop a design of the overall Hub package to coordinated package of measures develop an exemplary solution Interfaces with residential and other Planning applications for new Continue more detailed discussions development sites developments progressed with limited to maximise opportunities for tram to allowance / safeguarding for NET serve (and be safeguarded through) extension development sites. Interface with major stakeholders Constraints on construction of tramway Continue more detailed consultation/ including East Midlands Airport (EMA) infrastructure – eg conflict with EMA discussion and Highways England operational and security requirements Operating pattern, patronage and Strength of business and economic Initial patronage / business case business case undefined case for extension uncertain. work, including consideration of Difficulties in securing funding. different scenarios in relation to tram operating patterns. Revisiting some of the earlier ‘parked’ options if further work builds a stronger case for them. Engineering including vertical Current design based on OS mapping Further design development against alignment proves more difficult than with assumptions on relative ground topographical survey information, expected levels. Detailed consideration results in particularly in areas identified as more complex / more costly / slower constraints. This would include the track alignment geometry numerous interfaces with existing structures and the new structure required over the HS2 & classic

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Risk / Opportunity Possible impacts Suggested actions to mitigate railways in Toton. Objection from major stakeholder Sustained opposition to scheme Further design development (utilising proposals, including through TWA topographical survey) to confirm process potential impacts on landowners and other stakeholders. Initial and more detailed discussions with stakeholders. Opportunity to improve the case for the Improved case for extension Potential to consider further extension proposition through further penetration eg further into Derby city expansion centre or linking to other parts of Derby to increase potential patronage

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Appendices

Appendix A. Route Alignment drawings ______153 Appendix B. Stage 1 Technical Note ______154 Appendix C. Long Eaton stop options Technical Note ______155 Appendix D. Environmental Constraints and Risk Mapping ______156 Appendix E. Geotechnical and Geo-environmental Hazard Plans ______157 Appendix F. Initial Environmental Risk Scoring ______158 Appendix G. Capital Cost Estimates ______159

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Appendix A. Route Alignment drawings

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Appendix B. Stage 1 Technical Note

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Appendix C. Long Eaton stop options Technical Note

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Appendix D. Environmental Constraints and Risk Mapping

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Appendix E. Geotechnical and Geo- environmental Hazard Plans

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Appendix F. Initial Environmental Risk Scoring

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Appendix G. Capital Cost Estimates

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