EXECUTIVE BOARD 22 nd JUNE 2004

Title of paper: NET Phase 2, Beeston and Chilwell via Key decision QMC route, public consultation and design Enter YES development Chief Officer(s) Barry Horne City Development Contact officer(s) Pat Armstrong Telephone: 9156713 E-mail: [email protected]

Summary issues raised :

The report summaries the design development work for the NET Phase 2 route to Beeston and Chilwell, and identifies the main impacts together with appropriate mitigation and compensation measures.

Recommendations : Summary of Implications :

Note the further progress on the development The report is the second of three reports leading of the project and the results of public up to the submission of the Transport and consultation. Works Act Order for NET Phase 2. The final report will determine the submission. Approve the principle of the route alignment as described in the report and authorise the A similar process is being followed at the Director, City Development, to submit this County Council. route alignment (with such modifications as may be necessary) in an application for a Transport and Work Act Order for the project, should such an application be approved by resolution of the Council.

Impac t on corporate objectives: Benefits to customers/service users:

The proposals contained in the report are the most The proposals will provide a new high quality appropriate to achieve the objectives of NET Phase 2 public transport system which will be accessible and the Local Transport Plan. to a large number of people within the City. There are localised impacts along the route, including property acquisition, but many impacts can be mitigated.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Wards Affected: Bridge, Dunkirk and Lenton, Wollaton East and Lenton Abbey

Agenda Item

EXECUTIVE BOARD

22 nd June 2004

REPORT OF CORPORATE DIRECTOR CITY DEVELOPMENT

NET PHASE 2, BEESTON AND CHILWELL VIA QMC ROUTE PUBLIC CONSULTATION AND DESIGN DEVELOPMENT

1. SUMMARY

1.1 Considerable work has been undertaken on the design development for the NET Phase 2 route between Nottingham Station and Chilwell via Beeston, including an Environmental Impact Assessment and Public Consultation. The main impacts have been identified together with appropriate mitigation and compensation measures and it is considered that the most appropriate alignment has been identified taking into account all relevant and available information.

2. KEY DECISION

2.1 The matter is the subject of a key decision.

3. RECOMMENDATIONS

3.1 It is RECOMMENDED that Members: • note the further progress on the development of the Project and the results of public consultation. • approve the principle of the route alignment as described and detailed at Appendix 2 of this report and authorise the Director, City Development to submit this route alignment (with such minor modifications as may be necessary) in an application for a Transport and Works Act Order for the project should such application be approved by a resolution of the Council

4. REASONS

4.1 The proposed route alignment is consistent with local and government policies and endorsement at this stage enables the finalisation of an application for a Transport and Works Act Order (TWAO).

5. PURPOSE OF REPORT

5.1 To report the outcome of the consultation on the detailed route alignment for the NET Phase 2 route between Nottingham City Centre and Chilwell via QMC and Beeston in advance of a decision on the submission.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc 6. BACKGROUND

6.1 On 24 April/16 May 2002 the City/County Council considered a report on the NET Phase 2 route options and their implications. It was resolved that the Clifton via Wilford and Chilwell via QMC and Beeston routes be taken forward through the Government economic appraisal process (know as Annex E appraisal) and in preparation for a TWAO application. It was further resolved that all environmental issues and mitigation measures be investigated in detail as part of the Environmental Impact Assessment. On 4 th June 2003, the County Council Cabinet approved for consultation a preferred option for the location of a park and ride site in the Toton Lane area.

6.2 Following a report on the Clifton route to the Executive Board meeting on 20 April 2004, this report presents the findings of the alignment work, environmental assessment and public consultation for the Chilwell via QMC and Beeston route.

Beeston and Chilwell route.

6.3 NET is an essential part of the transport strategy for the Greater Nottingham area to help meet the growing demand for travel in a sustainable way, consistent with the needs of the local economy. Faced with growing traffic congestion, the conurbation’s developing employment, commercial, leisure and environmental scene must be complemented by an attractive high quality transport system. The Greater Nottingham Local Transport Plan has identified NET Phase 2 as the most essential scheme to achieve the transport capacity required because of the step change in provision it is expected to achieve.

6.4 The NET extensions to Clifton and Chilwell have emerged as essential components of both the A453 and M1 multi-modal studies. The studies have confirmed that as well as meeting local needs, the NET extensions and associated park and ride facilities have an important role in accommodating the forecast growth in strategic traffic and reducing the scale of necessary trunk road improvements.

6.5 The 10km Beeston and Chilwell route will bring very significant benefits by serving a number of important destinations, including the ng2 development site, University of Nottingham, Queens Medical Centre, Beeston Town Centre and Chilwell High Road and a number of important residential areas including the Meadows, parts of Lenton, Beeston and Chilwell. The route terminates at a park and ride site at Toton serving the A52 and Junction 25 of the M1. High frequency services would run through onto Line One and journey times would be extremely competitive with the car.

A plan showing the route alignment is attached in Appendix 1.

Alignment development work

6.6 Consultants Mott MacDonald (engineering) and ERM (environmental) have undertaken considerable work in conjunction with relevant Local Authority Officers in preparing the route alignment. Discussions have been held with a number of third parties including Broxtowe Borough Council, the Highways Agency, the

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Environment Agency, PEDALS, Network Rail, local bus operators and affected landowners, including University of Nottingham, QMC, Housing 21 and the Highfields Sports Club. This has proved invaluable and it is anticipated that discussions with these groups will continue through the next stages.

6.7 The design of a tram system is a very complex process and involves many stages from initial feasibility work through to final designs ready for implementation. This is still a relatively early stage in the overall scheme development so some very specific and detailed design issues are not fully developed and can only be considered later in the design process. However, the designs have been developed to a level sufficient for a TWAO application, and further in some cases where this has helped to resolve specific issues of concern from the general public.

Environmental Impact Assessment

6.8 The environmental impacts of the scheme have been assessed in detail, including identifying positive mitigation or compensation where adverse impacts have been identified. This work has been undertaken in conjunction with the main environmental groups, including English Nature, English Heritage and Nottinghamshire Wildlife Trust, and has involved a large number of environmental surveys, including noise assessments and tree and ecology surveys. A draft Environmental Statement (ES) has been prepared in the light of the Environmental Impact Assessment (EIA) undertaken, and the main findings are indicated in Section 7 below and Appendix 2. The ES will form part of the TWAO application and it is proposed that the content be shared with the main environmental groups and Broxtowe Borough Council prior to submission as this is best practice in terms of EIA and the preparation of ESs.

6.9 A temporary impact is inconvenience, to local people, as a result of the construction phase. In developing the outline design of the scheme and in undertaking the EIA, a series of measures to minimise the impact of construction has been identified and will be set out in a Code of Construction Practice. Compliance with the Code will be a requirement for a future contractor.

6.10 The Executive Board at its meeting on 20 April 2004 endorsed the principles of a noise policy for NET Phase 2 and this will apply to the Chilwell via QMC and Beeston route.

Public Consultation.

6.11 Since work commenced on Phase 2, there has been a very high level of public consultation on the tram proposals. Five separate stages of consultation have been undertaken, in addition to dialogue with key stakeholders and affected parties. This has considerably assisted the development of the proposals.

6.12 The latest public consultation exercise was held for the Chilwell via QMC and Beeston route between August 2003 and May 2004. Four separate booklets were produced covering the alignment between Nottingham Station and the Park and Ride site off Toton Lane.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc 6.13 The purpose of the latest consultation was to inform local residents and other affected parties of more detail about the route alignments being taken forward for the preparation of a TWAO submission, and to provide an opportunity to comment. The distribution of the consultation booklets therefore concentrated on areas close to the route alignment. The consultation was not intended to further consider the broad principles of selection of the route options as a substantial consultation undertaken early in 2002 had already done this – considering a number of options for the Chilwell route - and the results of this were taken into account in the decision to progress the design of the Chilwell via QMC and Beeston route. There was however, one exception. The 2002 consultation did not consider the route through Beeston Town Centre. Accordingly, the most recent consultation in late 2003 included three alternative route options with Styring Street as the preferred option.

6.14 Overall, the consultation response rate was low, which is not unusual, however a number of useful points were made and many have been acted on at this stage, whilst other more detailed points will be taken through to the detailed design phase. The main issues raised and the number of respondents for each booklet are included in Appendix 2. All households who received the booklets will receive a letter addressing the main points raised by the public in the consultation. In addition, an independent company with experience of public consultation work, Keydata, undertook a detailed analysis of the returns to identify the key issues arising. The consultation confirmed Styring Street as the preferred option through Beeston Town Centre.

6.15 Specific changes to the scheme now proposed since the approval of the route in April/May 2002 as a result of this and the earlier consultation include:-

• Provision of cycle facilities behind the Meadows Way tramstop . • A revised location for the ng2 stop which better serves the new development and minimises land impacts. • A right turn entry into the Highfields Sports Club, giving a high level of accessibility. • A revised alignment along University Boulevard moving the tracks further from the Highfields Sports Club Hockey Pitch. • A rationalisation of the off-street car park layout and associated landtake on Chilwell Road. • New proposed tramstop at Cator Lane. • Changes to alignment at Sandby Court to avoid passing through the elderly persons’ complex.

7. PROPOSALS

7.1 The main issues raised in the design and public consultation are included below. This section should be read in conjunction with Appendix 2 which contains further details on these and other points raised. Issues relating to the section of route between Nottingham Station and Meadows Way, including the Station Masterplan and Southside, were covered in the Clifton report to the Executive Board on 20 April 2004.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc 7.2 Conservation Areas. The tram alignment will pass through the Nottingham Station, High Road, Chilwell and West End (Beeston) Conservation areas. This means that Conservation Area consent will be required in addition to the TWAO for the demolition or relocation of any unlisted building or structure within the Conservation areas. An application for such consents will be made at the same time as the TWAO application, if this is approved by the Councils. Mitigation measures at the detailed design stage will be required to preserve and enhance the character of the Conservation Areas and further dialogue with English Heritage and the District Councils will continue.

7.3 Meadows Way. Some properties in the vicinity of Saffron Gardens are predicted to experience noticeable noise increases and may be eligible for sound insulation as outlined in the Phase 2 noise policy.

7.4 Kings Meadow Nature Reserve and Lenton Lane Bridge. It is recommended that a combined tram and vehicle bridge is built over the railway at Lenton Lane, replacing the existing poorly aligned bridge. The approaches to the bridge will have a significant impact on the existing area of the Kings Meadow Nottinghamshire Wildlife Trust Reserve and the Wilford Power Station Site of Importance for Nature Conservation (SINC). Although the Reserve and SINC have no statutory designation, they have local importance, with high biodiversity and amenity value in the urban context, enhanced by good management by Nottinghamshire Wildlife Trust. The Trust have expressed very strong concerns over the impact of the proposals and English Nature have cited protection in the Local Plan for SINC’s and the need to mitigate or compensate for any damage to the site.

7.5 Substantial mitigation measures are proposed through a series of plant and soil management measures which will restore a similar range of habitat and vegetation types to that which will be lost. By use of additional adjacent land within the SINC, a Reserve of equal size to the existing site, which is readily accessible and serving the same purposes, can be re-established. The detailed approach and future management arrangements will continue to be discussed with the Trust and English Nature.

7.6 White Hart Junction and Lenton Priory Park. This junction is very busy during peak times and the land currently available at the junction and its approaches is restricted, particularly by the proximity of Lenton Priory Park. There are currently no pedestrian crossings and it has long been a policy and safety enhancement aim to improve this situation. Having considered a number of design options and reviewed them with Her Majesty’s Railway Inspectorate (HMRI), it is concluded that to safely accommodate the tram, road vehicles, pedestrians and cyclists, it would be necessary to widen Abbey Street on the approach to the junction. This can only be achieved by acquiring 6 residential and 4 business properties along Abbey Street and Gregory Street, and some land from 3 other properties.

7.7 The proposals do not directly impact on Lenton Priory Park although a number of the trees in front of the Park will be lost. Approximately 15 trees would be lost in the vicinity of the junction although 17 replacement trees are proposed. In view of the archaeological importance of the location, relevant bodies will be further consulted as the design and build methodology develops.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc 7.8 QMC . The QMC remain very supportive of the scheme. The main building will be served by a new tramstop at a high level on the south side, providing direct access through a new entrance. This will provide an outstanding and highly sustainable link into the hospital for employees and patients. Direct access is also proposed into the new diagnostic treatment centre (DTC) to the south of the tram route which will have a high volume of Out Patient and Day Surgery activity.

7.9 QMC/University viaduct . A major new viaduct will carry the tram alignment across the River Leen, QMC car parks and the A52 Clifton Boulevard before descending onto Science Road within the University Grounds.

7.10 The viaduct will require the acquisition of two buildings housing the Merrivale Nursery School and the University of Nottingham Play Centre. Discussions are being held with the Director of Education concerning the relocation of the Merrivale Nursery and the Nursery governors and parents have recognised the potential of new facilities.

7.11 The route will descend onto Science Road as quickly as possible. Although visual barriers will reduce impacts, there will be a significant adverse visual impact for a number of properties on adjacent Highfield Road .

7.12 University route and options . The consultation included two options, in front of and to the rear of the Arts Centre, which had been drawn up following extensive discussions with the University and the Highfields Consultative User Group. The option to the rear of the Arts Centre requires additional land from a number of properties on Greenfield Street and Highfield Road.

7.12 The majority of respondents to the consultation, together with the Lenton Partnership Forum and the Highfields Consultative User Group, favoured the route in front of the Arts Centre and a tramstop on East Drive, so avoiding impacts on residential land. In recent meetings the University have strongly expressed a preference for the option to the rear of the Arts Centre, in particular as it operates away from the Institute of Hearing Research (located on Science Road) and Recital Hall, where they have concerns about possible noise and vibration impacts. They are also proposing the acquisition of further land on Greenfield Street and Highfield Road, including potential property demolition, to enable the tramway to be located further from their sensitive buildings. The issue here is very difficult. It is recognised that the University have realistic concerns about the future risks for the use of their site. It is also clear that the local view seeks to avoid significant impacts on residential properties.

7.12 It is proposed therefore to undertake further investigatory work on noise and vibration impacts before the TWAO submission, and to keep the options open during the TWAO process to allow a more detailed consideration of the technical issues.

7.13 Highfields Land . In order to minimise impact on trees along University Boulevard, the proposals have a minor impact on Highfields land south of University Boulevard. Some of the impacted land is within the jurisdiction of the Highfields Leisure Trust. They will be formally consulted prior to the TWAO application being

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc made. The land will subsequently require release from the Trust control. The affected land forms part of the Tennis Centre and Highfields Sports Club.

7.14 University Boulevard . The Boulevard is an attractive tree lined avenue and is an important feature in the Nottingham landscape. At some locations, the loss of mature trees is unavoidable. However, the layouts have sought to minimise these losses and in mitigation, additional trees will be planted elsewhere on the Boulevard and existing gaps will be planted to reinforce the tree lined character of the road. It is anticipated that approximately 80 trees will be lost (including 33 ‘high’ quality specimens), with over 100 new trees planted, although it will be a number of years before the replacement trees reach a state of maturity.

7.15 Overall there will be a relatively small impact on the avenue of trees and the proposed mitigation will ensure that the integrity of the Boulevard is maintained.

7.16 The Tennis Centre . The Tennis Centre and Lawn Tennis Association have also expressed concern about possible disruption to the Samsung Open and other tournaments through the year. It is proposed to introduce appropriate planting and temporary speed restrictions and noise barriers during major tournaments to provide suitable mitigation. Discussions will however continue with the Tennis Centre through the detailed phase to ensure that all impacts are minimised.

7.17 Considerable discussions have been held with the Highfields Sports Club , who in particular have been concerned about the proximity of the tram alignment to the new high quality Hockey Pitch. To avoid impacts on the pitch, the tram tracks have been moved further north and a barrier will provide a screen to the tramway. Replacement tree planting will be provided as compensation for some tree loss at this location.

7.18 Neville Sadler Court . The alignment requires the acquisition of 16 (out of 48) retirement flats at Neville Sadler Court. It is however proposed to build at least the same number of flats as those lost to an enhanced standard, offering modern facilities and easier access to the building for people living in them. The proposed flats will all be located to the north of the tramway, and so keeping the tram away from the main circulation area of the complex, with car parking to the south. The redevelopment of this area may require the acquisition of an adjacent property. Considerable discussions have been held with the owners of the site, Housing 21, who recognise the significant benefits a redevelopment will bring to local provision.

7.19 Lower Road and Fletcher Road . Lower Road and Fletcher Road are currently cul-de-sacs and there will be significant adverse impacts along these quiet streets as a result of the tram. However, alternative routes have been considered and were reported to the Councils in April/May 2002, who approved the proposed route be pursued to achieve their transport, economic and environmental objectives.

7.20 The roads will remain closed to through traffic (except cycles) therefore ensuring there will be no additional traffic. Parking bays will be located along both roads for residents to use and additional bays are proposed following the consultation. A narrow strip of landtake from approximately 45 gardens will be included in the TWAO submission to accommodate the bays, but designs at the detailed stage will seek to minimise or remove the actual land take. Some properties are predicted to

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc experience noticeable noise increases and these may be eligible for sound insulation as outlined in the Phase 2 noise policy.

7.21 Beeston town centre route options. On 25 September 2003, the County Council received a report on the Beeston town centre route options. Three options had been identified, along Station Road, Styring Street and Middle Street, and technical work identified Styring Street as the preferred option for consultation based on the reliability benefits, lesser impact on townscape and its economic redevelopment opportunities for the town centre. In the consultation, the majority of respondents preferred the Styring Street option and it is recommended that this option is taken forward in the TWAO.

7.22 Landtake in Beeston and Chilwell. It is considered essential to take the route through the retail centres of Beeston and Chilwell. This would inevitably prove difficult but to avoid these areas would be to lose one of the fundamental requirements of the scheme, namely, to improve access to local centres. Significant work has been undertaken to achieve penetration into these areas but unfortunately this will involve some loss of properties.

7.23 Beeston town centre development and alignment issues. The prospect of a tram route through Beeston has coincided with an increase in interest from other organisations in the commercial development of the Town Centre. An outline planning permission for a major retail store east of Station Road on the former Shaw and Marvin site has been approved and a planning application has been submitted to redevelop part of the Manor Centre on Church Street for residential use. There is also consideration being given to a new development opportunity in the centre of Beeston which could include the potential redevelopment of the bus station and multi-storey car park and the redevelopment of the Square shopping precinct, part of which is affected by the NET proposals. Discussions have been held with the developers and Broxtowe Borough Council to ensure the proposals are co-ordinated, allow for bus and tram integration, to provide for retail floor space lost as a result of the NET proposals, and to ensure the best outcome for Beeston.

7.24 To achieve the NET alignment, 14 retail units, including Argos, within The Square shopping centre would need to be acquired. On 29 April 2004, the Borough Council voiced concerns regarding the impact of the proposed NET alignment on the Argos/Wilkinson block on Chilwell Road, the western side of the mall, the multi- storey car park and the bus station. The Borough Council consider it is essential that a comprehensive approach is taken, requiring provision for relocating the lost floorspace, including Argos and an integrated tram/bus station for the town centre. The Borough considered it unacceptable in visual terms to retain just a part of the Argos/Wilkinson’s block as proposed, given the adjoining conservation area and the importance of views of the church, and believed servicing the retained units would cause considerable difficulties.

7.25 The tram alignment does not in itself require acquisition of the land currently occupied by Wilkinson’s and consultants have advised that it could continue to be serviced. However, relocation of the lost retail space may require the relocation of the existing bus station. In these circumstances the County Council, as joint NET Promoter, are keen to relocate the bus station on a site which will maximise its accessibility to the town centre and achieve successful integration with NET. This

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc may require the acquisition of the Wilkinson’s site to accommodate the relocated bus station. Discussions are still on-going with the Borough Council, Developers and other interested parties to ensure that a comprehensive approach is taken. This will include a suitable site for a bus station and/or bus waiting facilities, replacement car parking facilities, and the relocation of lost retail floorspace.

7.26 Beeston Town Centre Traffic Management. Concerns were expressed in the consultation about the impact of trams on the traffic flow in the Beeston area. Detailed assessments have been undertaken on traffic flows for the main routes in Beeston, including the development of a traffic model for the town centre. This work has identified that a significant proportion of traffic is destined for areas beyond Beeston and is currently using the route through Chilwell Road and Beeston as an alternative to the main route along A6005 Queens Road. It is proposed to introduce a package of traffic management measures, which will include junction improvements on Queens Road and bus lanes on Bye Pass Road to divert an appropriate level of traffic from the tram route especially in the morning and evening peak periods. Together with improvements on the tram route, which are outlined in Appendix 2, this will allow traffic along the route to be more free flowing, minimising difficulties at junctions. These traffic changes in Beeston Town Centre require the acquisition of three businesses, land from a retail unit and a parcel of land from the Fire Station which is not used for operational purposes. Work will continue on these investigations.

7.27 A new link from Commercial Avenue is proposed which will become the main vehicle access to the Foster Avenue Car Park, Catholic Church and Roundhill School in the centre of Beeston. This will require the acquisition of one property. The existing link from Chilwell Road will be closed alleviating congestion on the tram route and extending the pedestrianised centre of Beeston further west to encompass the area around St John the Baptist Church.

7.28 Chilwell Road. In developing the alignment along Chilwell Road, there have been considerable discussions and correspondence with local people, including affected residents and businesses, and the local campaigning groups Beeston and Chilwell Business and Residents Association (BCBRA) and Beeston and Chilwell for Integrated Transport (BACIT). A door to door survey of all businesses was also undertaken to identify their needs.

7.29 The proposals seek to achieve benefits for all, and have been carefully designed to safely accommodate the tram, but also to maintain and strengthen the longer term prospects of the retail and commercial area to create an attractive environment which will encourage more people to visit. The measures include;

• Major environmental improvements including high quality paving and tree and shrub planting and a new area of public space. • Two tramstops serving the area, including a one centrally located to encourage people to visit the retail outlets and other community facilities. • Loading bays for businesses, two new off-street car parks, parking bays on side roads. By relocating parking and loading away from the main carriageway traffic will be helped to move freely and safety will be improved for pedestrians and cyclists.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc • The potential for a new commercial development area at Ellis Grove.

7.30 To achieve the above proposals and in view of the constrained nature of Chilwell Road, the loss of property is unavoidable despite the aim to maximise the retention of shop frontages. It will however be necessary to acquire 10 residential and 8 business premises although a potential new commercial area set back from the existing building line could offset some of the loss of business premises. Broxtowe Borough Council and other respondents have raised concerns about the acquisition of 63 – 73 Chilwell Road. However, to achieve a centrally located tramstop, and provide adequate parking and loading facilities to meet the needs of the retail area, the resulting track geometry and highway design confirms that demolition of the block is unavoidable.

7.31 To help maintain the viability of the Chilwell High Road/Chilwell Road retail area, Nottinghamshire County Council are currently considering the implications of developing a financial assistance package to run during the construction phase of works in that area. The proposal under consideration would follow the principles of the Hyson Green financial assistance package developed for NET Line One. The package would be limited to those businesses which have direct access to Chilwell/High Road between the Bridge Avenue and Middle Street junctions. The details of such a scheme would be subject to discussions with local representation. It should be noted that involvement in the scheme would not affect qualifications for statutory compensation which can be applied for one year after commencement of operations.

7.32 Overall it is considered that the proposals would maintain and enhance the viability of Chilwell Road as a retail centre, creating a safer and more pedestrian friendly environment, increasing accessibility and bringing long term benefits to the area.

7.33 The route between Broxtowe College and Cator Lane requires the acquisition of third party land. The alignment has been carefully developed to minimise impact on people and property so far as is possible, and in particular to ensure that Richmond Court can be retained as a habitable elderly persons’ home. However, there will be significant visual and townscape intrusion into the residential area as a result of the proposals, in particular the acquisition of 2 properties on Gwenbrook Avenue, the partial demolition of one property on Cator Lane, and impact on the gardens of 20 properties on Lime Grove Avenue, Gwenbrook Avenue, Brookland Drive and Dale Lane. Existing vegetation and trees will be lost, including within gardens.

7.34 In developing the alignment and during the consultation, representatives of the NET Project Office met individually with most of the residents affected by the proposals who responded to the offer of a meeting. Open meetings were also held with residents in Richmond and Greenwood Courts. In view of the comments received, more detailed surveys of the area have taken place and more detailed plans drawn up to give the residents a better understanding of the likely final designs.

7.35 Woodland planting and 2 metre high fencing will be provided alongside properties to reduce the visual impact, to mitigate the noise impacts which are considered to be significant along part of this section and to replace lost vegetation. A similar noise impact is predicted at Greenwood Court, but a barrier is not proposed as it

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc would affect natural light. Greenwood Court may however be eligible for sound insulation as outlined in the Phase 2 noise policy.

7.36 There will be a small impact on the Cator Lane allotments, managed by Broxtowe Borough Council. A mitigation proposal has been discussed with the Borough involving improved access, car parking and security fencing on the site.

7.37 Cator Lane tramstop . Following the very significant response in the public consultation, including residents from Greenwood Court and from Broxtowe Borough Council, it is recommended that an additional tramstop at Cator Lane is included in the Project. Four tramstops are now proposed in the Chilwell residential area, representing a very high level of provision and making the tramway accessible to a large proportion of the local population.

7.38 Sandby Court. After further consideration of residents’ concerns and those of HMRI, a revised alignment has been proposed to the south of Sandby Court, taking the tram away from the main circulation area of the complex. There will be a small impact on an adjacent residential development site (although a recent planning application submitted by the developer has taken account of this impact), and on the gardens of two adjacent houses. ERM advise there will be a significant adverse impact on visual amenity in this area, but this will reduce as new planting matures.

7.39 Chilwell Open Space . The tram alignment will only take part of the open space and although it is accepted that the amenity value of the area will be reduced, detailed design would preserve as many of the existing features as possible, and all existing uses of the area would be retained. A new area of open space is proposed west of Eskdale Drive to replace the space lost. Some existing trees would be lost but the impact would be minimised, with replacement planting along the corridor. Although ERM advise that significant adverse impacts on visual amenity are anticipated, the tram would operate a significant distance from residential properties and the impacts would reduce to slight/moderate as replacement trees mature. The existing provision of footpaths along the corridor will be maintained and enhanced.

7.40 The safety of people, and particularly children, along the open space is a very important issue and mitigation measures, including carefully selected crossing points and fences along the corridor, appropriate tram speeds, and safety education programmes will ensure a safe system can be provided. The system will not be allowed to operate until the Health and Safety Executive (HMRI) are satisfied that it is safely designed and implemented taking account of its local environment.

7.41 Toton Lane Park and Ride site . The proposed park and ride site at Toton Lane and tram alignment are located on Green Belt land. Planning Policy Guidance advises that Park and Ride on Green Belt land is not necessarily inappropriate provided that non-Green Belt sites are considered first and a number of criteria are satisfied. There are no suitable locations outside the Green Belt and the chosen site was identified following an assessment of seven Green Belt sites under consideration. When assessed against planning policy requirements, it was not considered to be inappropriate development in Green Belt. Further discussions will

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc be held with Broxtowe BC and adjacent landowners on the exact boundaries of the park and ride site to minimise impacts on greenfield land and existing businesses.

7.42 It is expected that the new park and ride site will only have a small impact on the A52 ‘Bardills’ roundabout and discussions are being held with the Highways Agency (HA) about improvements to the roundabout which aim to mitigate the impact of the park and ride traffic. The roundabout is however currently heavily congested and a more major scheme is under consideration by the HA. This could also include improved pedestrian and cycle links from Stapleford, as well as traffic and safety improvements. In the event of such a scheme coming forward in the timescale of NET Phase 2, it is likely that NET would make a contribution to such a scheme which reflected the modest impact of the park and ride traffic.

7.43 Views of the Borough Council

A report on NET Phase 2 consultation was considered at meetings of the Borough Council and Cabinet on 28 and 29 April 2004. The report, together with a subsequent letter from the Borough are attached in Appendix 3. Subsequent discussion has been held with the Borough and many of the issues raised have been addressed and are referred to in this report. Further discussions will continue with the Borough through the TWAO proposals and the detailed design stage.

7.44 Conclusion on route alignment

Considerable work has been undertaken in developing the route alignment, and identifying mitigation measures and compensation where impacts are identified. It is considered that the most appropriate alignment has been identified for the corridor taking into account all relevant and available information including the public consultation responses and with full regard to the balance of environmental factors as well as economic and engineering influences. However, it will be extremely important that the detailed designs are developed in full consultation with the environmental and other bodies referred to above to ensure that all impacts are kept to a minimum.

8. OTHER OPTIONS

8.1 The feasibility, design development and public consultation process has been about considering options and the proposals contained in the report are the most appropriate to achieve the objectives of NET Phase 2 and the Local Transport Plan.

9. NEXT STEPS

9.1 It is proposed to seek approval to submit the TWAO application for the Clifton and Beeston and Chilwell routes in July. This is subject to receiving provisional approval of the NET Phase 2 economic case by the Department for Transport (Annex E approval).

9.2 If the application for a TWAO is submitted to the Secretary of State then an independent public inquiry would follow, probably in spring 2005, to consider the application. This would provide the public with a further opportunity to make

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc representations. If all necessary approvals were granted, construction could commence in late 2006/early 2007, with trams operating in 2009/10.

10. FINANCIAL IMPLICATIONS

10.1 The current capital programme contains a provision of £8m for the promoters’ costs in developing both lines two and three of the NET network. This expenditure is being met from a combination of Department for Transport (DfT) borrowing approvals, grants, from the European Regional Development Fund and the East Midlands Development Agency, developer contributions and local authority LTP programmes.

10.2 In addition to the costs of development there are a number of plots along the proposed routes where advance purchase would be desirable. Some property owners may also require the promoters to purchase their land under statutory blight and compensation provisions, after the submission of the TWAO application. No provision has been made for such purchases at present, and the experience of NET Line One suggests that there is no certainty that any will be required in the near future. However, should there be any such applications, a provision would be required and the capital programme managed accordingly.

11. EQUAL OPPORTUNITIES IMPLICATIONS

11.1 NET Line One has been designed to be Disability Discrimination Act compliant, with low floor vehicles and level access to facilitate ease of use for people with mobility difficulties. NET Phase 2 will bring these advantages to a wider and larger population, and provide greater accessibility for those without cars.

12. PUBLISHED DOCUMENTS REFERRED TO IN COMPLING THIS REPORT

1. Route plan. 2. Beeston and Chilwell route. Alignment development. 3. Broxtowe Borough Council letter and report.

List of background papers other than published works or those disclosing confidential or exempt information

Nottingham Express Transit Network Development. Executive Board 24 April 2002. Beeston Route Public Consultation Summary Report. Keydata June 2004.

Published documents referred to in compiling this report.

Nottingham Express Transit Network Development. Executive Board 24 April 2002. Local Transport Plan for Greater Nottingham (2001/02 – 2005/06) Multi-Modal Study, A453 Nottingham to M1 Junction 24, Final Report, Pell Frischmann, July 2002 Multi-Modal Study, North/South movements on the M1 corridor in the East Midlands, WS Atkins, April 2002 Public Consultation brochures for • Section between Abbey Street and Nottingham Station • Section between Fletcher Road, Beeston and Abbey Street, Lenton.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc • Section covering Beeston Town Centre and Chilwell Road/High Road. • Section between Broxtowe College and Toton Lane Park and Ride.

BARRY HORNE CORPORATE DIRECTOR CITY DEVELOPMENT

Exchange Buildings North Smithy Row Nottingham NG1 2BS

Contact Officer: Pat Armstrong Telephone Number: 0115 915 6713 E-mail: [email protected]

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Appendix 2

Beeston and Chilwell route. Alignment development.

A. Nottingham Station to Abbey Street, Lenton.

Public consultation . Approximately 1500 booklets were distributed to the public for this section of the route and 11 responses were received. 5 stakeholder responses were received from a total of 300 consulted.

For the alignment between Nottingham Station and Meadows Way, please see Clifton route report submitted to the Executive Board on 20 April 2004.

1. Meadows Way. The tram alignment along Meadows Way will run on street with other vehicles and a series of parking bays will replace on-street parking. Although concerns about cycling provision were expressed in the consultation, it is considered appropriate for cyclists to remain on-street with other vehicles due to the low volumes of traffic. Off-highway provision will be maintained adjacent to Wilford Road. It is anticipated that 27 trees will be lost along Meadows Way, although 109 replacement trees are proposed.

It is proposed to mostly retain and extend or replace existing fences which separate Meadows Way from Waterway Street, Wilford Road and Queens Drive. A small number of respondents were concerned about the noise impact of the tram on Meadows Way. Some properties in the vicinity of Saffron Gardens are predicted to experience noticeable noise increase and may be eligible for sound insulation as outlined in the Phase 2 noise policy.

2. ng2 (Royal Ordnance Factory Site) . The tramway will cross over Queens Drive at the entrance to the ng2 site. Vegetation will need to be removed at the junction with a moderate adverse impact on townscape although additional planting elsewhere on Meadows Way will be used to enlarge the natural barrier between Queens Road and Meadows Way. Consultants Mott MacDonald advise that the addition of the tram will result in some additional queuing in the morning peak period. However, building a larger junction would involve landtake from the ng2 site and would conflict with the LTP policy of limiting traffic growth. The flow of traffic along Queens Drive will therefore need to be carefully managed by the Highway Authority.

Discussions are being held with the Developer to minimise impacts on adjacent developments in the site. It is also proposed to move the tramstop further west within the ng2 site, to an area of single carriageway more central to the site allowing it to better serve the developing area. Although the stop will be further away from the Meadows, it is proposed to relocate the Meadows North tramstop further west to a location adjacent to Beardsley Gardens, ensuring that the tram remains accessible to residents on Meadows Way.

3. Kings Meadow Nature Reserve and Lenton Lane Bridge. The alignment and approaches to Lenton Lane will have a significant impact on the existing area of the Kings Meadow Nottinghamshire Wildlife Trust Reserve and the Wilford Power Station Site of Importance for Nature Conservation (SINC). Although the Reserve

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc and SINC have no statutory designation, they have local importance, with high biodiversity value in the urban context, including species rich grassland, enhanced by good management. Species have been moved to the Reserve from other development sites and will need to be moved again with the attendant risk of failure. There will be a temporary loss of habitats for animals and foraging for bats during the construction period. Approximately 40% of the Reserve and 17% of the SINC area will be permanently lost with further impacts during the construction period. The Reserve is managed by Nottinghamshire Wildlife Trust and has an amenity value, including use by visiting schools. The Trust has expressed very strong concerns over the impact of the proposals and English Nature has cited protection in the Local Plan for SINC’s and the need to mitigate or compensate for any damage to the site. The Ramblers Association and Open Space Society have also expressed concerns.

Substantial mitigation measures are proposed which will restore a similar range of habitat and vegetation types to that which will be lost through a series of plant and soil management measures. By use of adjacent land, within the SINC, a Reserve of equal size to the existing site, which is readily accessible and serving the same purposes, can be re-established. The detailed approach and future management arrangements will continue to be discussed with the Trust and English Nature.

The existing bridge carrying Lenton Lane over the railway has substandard road widths and parapets, poor pedestrian and cycle provision, and has extremely poor sightlines, with a sharp bend at the south end. Due to these features and the relatively high speed of trains passing beneath, following a risk assessment, the bridge has also been identified as a ‘high risk’ location for road vehicle incursions onto the railway. This risk assessment was carried out following the Selby Rail crash in 2001 when 10 people lost their lives when a vehicle left the carriageway approaching a bridge. To prevent this type of accident at this site, remedial safety treatment has now taken place, but on the south west approach only. This is considered a temporary measure. If the existing bridge is to be retained it is essential to upgrade the parapets and install safety fences on all of the approach embankments. The new bridge as proposed would avoid the need for this work, create a safer environment, and avoid the need for a separate NET bridge.

A separate tram only bridge alongside Lenton Lane has been considered, but operational concerns were raised by Network Rail and the Highway Authority expressed safety concerns about the merging of the tram on Lenton Lane close to Easter Park, although this impact may be mitigated. The alternative bridge would largely avoid impact on the Kings Meadow Nottinghamshire Wildlife Trust Reserve, but would have a greater impact on the Wilford Power Station SINC.

Taking all these factors into account, it is recommended that a combined tram and vehicle bridge is built over the railway at Lenton Lane, replacing the existing bridge

4. Lenton Lane/Gregory Street . The tram would operate on-street along Lenton Lane and Gregory Street with other vehicles. A strip of land is required from a business to the south of Lenton Lane to widen and raise the existing road on the approach to the new bridge. An electricity substation is proposed adjacent to Lenton Lane.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc The existing bridge over Beeston Canal is not suitable for tram operation and a replacement of the central section or whole structure would be required. The details will be determined at a later stage. The canal is a SINC with nature conservation and amenity value and there will be a temporary impairment of the bat foraging and wildlife function of the Canal in the immediate vicinity of the bridge during the construction phase.

The Gregory Street tramstop will be convenient for the surrounding large housing area. An ‘island’ tramstop is proposed to enable residents to park on the north side of the road. There will be some minor landtake from properties and businesses on the south side of Gregory Street to accommodate the tramstop, parking bays, widened embankment and foot/cycleways.

5. White Hart Junction . This junction is very busy during peak times and the land currently available at the junction and its approaches is restricted, particularly by the proximity of Lenton Priory Park. There are currently no pedestrian crossings and it has long been a policy and safety enhancement aim to improve the situation for pedestrians. Having considered a number of design options and reviewed them with Her Majesty’s Railway Inspectorate (HMRI) and the highway authority, it is concluded that to safely accommodate the tram, road vehicles, pedestrians and cyclists, it would be necessary to widen Abbey Street on the approach to the junction. This can only be achieved by acquiring 6 residential and 4 business properties along Abbey Street and Gregory Street and acquiring some land from the British Red Cross building, White Hart public house and adjacent former petrol station. Although a small number of people were concerned in the consultation about the tram making traffic conditions worse at the junction, it is considered that the new layout will aid congestion by optimising traffic capacity, provide pedestrian crossings at the junction, and safely accommodate cyclists.

The proposals do not directly impact on Lenton Priory Park, although a number of the trees in front of the Park will be lost. Approximately 15 trees would be lost in the vicinity of the junction, although 17 replacement trees are proposed.

There is a concentration of listed buildings and structures in the vicinity of the junction and their setting may be affected by the scheme. Mitigation measures will be required at the detailed stage to minimise impacts and full consultation with English Heritage will be undertaken. The listed boundary wall at Priory Church will be protected during construction to prevent damage to this important feature.

English Heritage and the Nottingham Civic Society have expressed concern about possible impacts on archaeology as the route passes through the Lenton Lane archaeological constraints area, which includes the location of Lenton Priory. The relevant bodies will be further consulted as the design and build methodology develops and an archaeological watching brief will be undertaken during construction to ensure that any impacts are minimal.

Overall, ERM advise there will be a moderate adverse impact on the setting of the Priory Grounds, and on the visual amenity in the local area and care will be needed when works are on-going.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc B. QMC to Fletcher Road, Beeston.

Public consultation . Approximately 3000 booklets were distributed to the public for this section of the route. 177 responses were received and of these, 25 responses were from stakeholders.

The QMC remain very supportive of the scheme. The main building will be served by a new tramstop at a high level on the south side, providing direct access through a new entrance. This will provide an outstanding and highly sustainable link into the hospital for employees and patients. Direct access is also proposed into the new diagnostic treatment centre (DTC) to the south of the tram route which will have a high volume of Out Patient and Day Surgery activity. The QMC are anticipating contract commencement for the DTC in Autumn 2004.

QMC/University viaduct . A major new viaduct will carry the tram alignment across the River Leen, QMC car park and A52 Clifton Boulevard before descending onto Science Road within the University Grounds. The viaduct will result in a high magnitude of change and a moderate adverse impact on townscape.

Signs of water vole were found where the route crosses the River Leen and adverse impacts on water vole are likely in the immediate vicinity of the new viaduct.

To the west of the Boulevard, the viaduct will require the acquisition of two buildings housing the Merrivale Nursery School and the University of Nottingham Play Centre. Discussions are being held with the Director of Education concerning the relocation of the Merrivale Nursery and the Nursery School governors and parents have recognised the potential of new facilities. The vacated area will be used as a temporary construction site.

The route will descend onto Science Road as quickly as possible. Although visual barriers will reduce impacts, there will be a significant adverse visual impact for a number of properties on the adjacent Highfield Road, and moderate adverse visual impact on adjacent University buildings.

University route and options . The consultation included two options, in front of and to the rear of the Arts Centre, which had been drawn up following extensive discussions with the University and the Highfields Consultative User Group. The option to the rear of the Arts Centre requires additional land from a number of properties on Greenfield Street and Highfield Road. Three alternative tramstop locations were also included on Science Road, East Drive, and in front of Highfield Science Park.

The majority of respondents to the consultation, together with the Lenton Partnership Forum and the Highfields Consultative User Group, favoured the route in front of the Arts Centre and a tramstop on East Drive, so avoiding impacts on residential land. At the recent meetings the University have strongly expressed a preference for the option to the rear of the Arts Centre, in particular as it operates further away from the Institute of Hearing Research (located on Science Road) and Recital Hall, where they have concerns about possible noise and vibration impacts. They are also proposing the acquisition of further land on Greenfield Street and Highfield Road, including potential property demolition, to enable the tramway to be located further from their sensitive buildings. The issue here is very difficult. It is recognised that the University have

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc concerns about the future risks for the use of their site. It is also clear that the local view seeks to avoid significant impacts on residential properties.

It is proposed therefore to undertake further investigatory work on noise and vibration impacts before the TWAO submission, and to keep the options open as long as possible through the TWAO process to allow a more detailed consideration of the technical issues.

Some concerns have been raised regarding the highway layouts at University Boulevard both in terms of potential congestion and restriction of movements. The highway layout has been developed in discussion with the Highway Authority who are confident that the proposals will not lead to a reduction in highway capacity. Pedestrian facilities will be improved as will access to Highfields Science Park and University East Drive entrance.

Highfields Land . In order to minimise impact on trees along University Boulevard, the proposals have a minor impact on Highfields land south of University Boulevard. Some of the impacted land is within the jurisdiction of the Highfields Leisure Trust. They will require to be formally consulted prior to the TWAO application being made. The land will subsequently require release from the Trust control. The affected land forms part of the Tennis Centre and Highfields Sports Club.

University Boulevard . The alignment will run to the south of University Boulevard and the existing cycleway and footway will be retained. The Boulevard is an attractive tree lined avenue, consisting of mainly lime and beech trees. It is an important feature in the Nottingham landscape. A detailed survey has been undertaken to assess the quality of all the trees along the Boulevard, which has been used in preparing the tram layout.

Concerns were expressed in the consultation about the impact on the Boulevard and in particular the loss of trees. At some locations, the loss of mature trees is unavoidable, in particular at the entrance to the Highfields Sports Club, adjacent to the Hockey Pitch and at the western end of the Boulevard. However, the layouts have sought to minimise these losses and in mitigation, additional trees will be planted elsewhere on the Boulevard and existing gaps will be planted with appropriate species to reinforce the tree lined character of the road. It is anticipated that approximately 80 trees will be lost (including 33 ‘high’ quality specimens), with over 100 new trees planted, although it will be a number of years before the replacement trees reach a state of maturity.

Overall there will be a moderate adverse impact on the visual amenity and townscape along University Boulevard, but the relatively small impact on the avenue of trees and the proposed mitigation will ensure that the integrity of the Boulevard is maintained.

A section of the Tottle Brook watercourse will need to be bridged, and this will impair the bat foraging and wildlife function of the brook during the construction phase.

Tennis Centre and Highfields Sports Club . The route will operate along the northern edge of the Tennis Centre. There will be some minor landtake from the car park although no parking capacity will be lost.

The Tennis Centre have expressed concerns about the traffic proposals. The revised access arrangements will create a longer diversion for vehicles exiting the site wishing to

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc travel to Nottingham, although access for vehicles travelling from the west will be improved. Overall there will be no significant disbenefit in the access arrangements.

The Tennis Centre and Lawn Tennis Association have also expressed concern about possible disruption to the ‘showpiece’ courts which are used for the Samsung Open and other tournaments throughout the year. Following a meeting with the Tennis Centre and LTA, ERM advised that appropriate planting and temporary speed restrictions and noise barriers during major tournaments would provide suitable mitigation. Discussions will however continue with the Tennis Centre through the detailed design phase to ensure that all impacts are minimised.

Considerable discussions have been held with the Highfields Sports Club , who in particular have been concerned about the proximity of the tram alignment to the new high quality Hockey Pitch. To avoid impacts on the pitch, the tram tracks have been moved further north and a barrier will provide a screen to the tramway. Replacement tree planting will be provided as compensation for some tree loss at this location. A second access into the site for special events will be retained.

Following concerns expressed in the consultation, a right turn entry into the Sports Club from the Beeston area is now proposed giving a high level of accessibility to the site. There was also significant interest in proving a tramstop to serve the sports clubs. It is considered that the stop would lead to an over provision of stops and is difficult to justify, with the proposed tramstop at Highfields Science Park 200-300 metres away, and therefore increasing costs, tram journey times with little additional patronage. This could however be reconsidered if the tramstop in front of the Highfields Science Park was relocated within the University. As such, the potential for a stop will be included in the limits of deviation and the possibility of a tramstop provision, for use when a major sporting event takes place, would therefore remain available.

University Sports Field . The tram alignment will require a strip of land from the University pitches to the south of University Boulevard. Sport England have expressed concern about possible loss of pitches but Mott MacDonald have confirmed that although some relocation of pitches within the site would be required, all existing sports pitches (as understood to be currently laid out) can be retained. A property within the University playing fields will need to be acquired.

University Boulevard/Queens Road junction. The existing roundabout will be replaced by a new signalised junction. Boots have expressed some concerns about congestion at this junction following the introduction of the tram although they confirmed their support in principle for NET Phase 2. Consultants Mott MacDonald advise that the addition of the tram will result in some additional queuing in the morning peak period, and the flow of traffic at the junction will need to be carefully managed by the Highway Authority.

The adjacent tramstop would serve east Beeston and offer the potential for feeder bus services from local businesses, including Boots, and residential areas. An electricity substation will be located on the proposed route on University Boulevard east of the tramstop.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Neville Sadler Court . Considerable concerns were expressed in the consultation about the proposals by residents of Neville Sadler Court, in particular about the loss of property and the upheaval during the construction phase.

The alignment requires the acquisition of 16 (out of 48) retirement flats at Neville Sadler Court. It is however proposed to build at least the same number of flats as those lost to an enhanced standard, offering modern facilities and easier access to the building for people living in them. The proposed flats will all be located to the north of the tramway, and so keeping the tram away from the main circulation area of the complex, with car parking to the south. The redevelopment of this area may require the acquisition of an adjacent property. Considerable discussions have been held with the owners of the site, Housing 21, who recognise the significant benefits a redevelopment will bring to local provision.

The construction phase will be a time of uncertainty for residents of Neville Sadler Court and along Lower Road/Fletcher Road, and it will be carefully managed to ensure that disruption is kept to the minimum possible and that residents are kept fully informed.

Lower Road/Fletcher Road. Concerns have been expressed by residents, Broxtowe Borough Council, Beeston and District Civic Society, Better Community Transport (BCT) and the Beeston and Chilwell Business and Residents Association (BCBRA) about the proposals along Lower Road and Fletcher Road. There will be a significant adverse impact on these quiet streets as a result of the tram. However, alternative routes have been considered and reported to Committee in April/May 2002, who approved the proposed route be pursued to be achieve its transport, economic and environmental objectives.

Lower Road and Fletcher Road are both cul-de-sacs and will continue to be closed for through traffic (except cycles). A possible tramstop on Lower Road was considered but not pursued as it would require significant land acquisition and unacceptable impact on local residents.

The concerns relate in particular to parking, subsidence and flooding, noise and vibration and cycling, as follows; • Parking bays will be located along both roads for residents to use. Following residents comments, additional provision will be included on Lower Road although the exact provision will be determined at the detailed design stage and will seek to meet the needs of existing users. Residents parking schemes can be introduced if appropriate and sought after by residents. The TWAO will include a narrow strip of land from approximately 45 gardens to accommodate the bays but designs at the detailed stage will seek to minimise or remove impacts on third party land. • Ground investigations have identified the extent and depth of the peat bed in the area and the likely foundation solution has been identified. This will ensure there are no impacts on adjacent properties. • Some properties on Lower Road are predicted to experience noticeable noise increases and unfortunately it will not be possible to provide noise barriers in this environment. However, properties may be eligible for sound insulation as outlined in the Phase 2 noise policy . There will be an adverse impact on visual amenity as a result of the proposals, although some tree planting is proposed between parking bays.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc • Cyclists will run on street alongside the tram. The light traffic and removal of on- street parking into parking bays will ensure a safe route is provided. However, following requests from PEDALS, signing an alternative route via Salisbury Street will be considered by the County Council as Highway Authority.

C. Middle Street, Beeston to Chilwell Road.

Public consultation. A public consultation on route options through Beeston town centre was included in the booklet . Approximately 2,250 booklets were distributed to the public for this section of the route and 113 separate responses were received. A staffed mobile exhibition was located in the Square, Beeston for two days with information about the town centre options and this generated a further 197 feedback cards. 21 stakeholder responses were received from a total of 350 consultations. A petition was received by the leader of the City Council objecting to the proposals to acquire businesses on Chilwell Road. The petition originated at the Christian Book Centre and over 350 signatures were recorded, mainly from church-goers throughout the County.

1. Middle Street. A tramstop is proposed on Middle Street, which will provide good access to the system in east Beeston.

2. Beeston town centre route options. On 25 September 2003, the County Council received a report on the Beeston town centre route options. Three options had been identified, along Station Road, Styring Street and Middle Street, and an investigation identified Styring Street as the preferred option for consultation based on the reliability benefits, lesser impact on townscape and its economic redevelopment opportunities for the town centre. The majority of public respondents also favoured the Styring Street option. English Heritage favour the Styring Street option, citing a lesser impact on the conservation area and historic buildings as well as providing opportunities for the enhancement of Beeston Square and the redevelopment of the shopping precinct. Argos, who will be impacted by the Styring Street route, preferred the Middle Street option, indicating that it would be accessible and add to the vitality of the area and would have a lesser impact on the existing town centre area. Argos also expressed concerns about the loss of retail units harming the town centre although the town redevelopment proposals (see below) should address this issue . In view of the findings of the earlier work and the consultation response, it is recommended that the Styring Street option is taken forward in the route alignment for the TWAO application.

3. Beeston town centre development and alignment issues.

The prospect of a tram route through Beeston has coincided with an increase in interest from other organisations in the commercial development of the Town Centre. An outline planning permission for a major retail store east of Station Road on the former Shaw and Marvin site has been approved and a planning application has been submitted to redevelop part of the Manor Centre on Church Street for residential use. This is due to be determined in July. There is also consideration being given to a new development opportunity in the centre of Beeston which could include the potential redevelopment of the bus station and multi-storey car park and the redevelopment of the Square shopping precinct, part of which is affected by the NET proposals. Discussions have been held with the developers and

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Broxtowe Borough Council to ensure the proposals are co-ordinated, allow for bus and tram integration, and to ensure the best outcome for Beeston.

To achieve the NET alignment, 14 retail units including Argos, within the square shopping centre would need to be acquired. On 29 April 2004, the Borough Council voiced concerns regarding the impact of the proposed NET alignment on the Argos/Wilkinson block on Chilwell Road, the western side of the Mall, the multi- storey car park and the bus station. The Borough Council consider it is essential that a comprehensive approach is taken, requiring provision for relocating the lost floorspace, including Argos and an integrated tram/bus station for the town centre. The Borough considered it unacceptable in visual terms to retain just a part of the Argos/Wilkinson’s block as proposed, given the adjoining conservation area and the importance of views of the church, and believed servicing the retained units would cause considerable difficulties.

The tram alignment in itself does not require acquisition of the land currently occupied by Wilkinson’s and consultants have advised that it could continue to be serviced. However, relocation of the lost retail space may require the relocation of the existing bus station. In these circumstances the County Council, as joint NET Promoter, are keen to relocate the bus station on a site which will maximise its accessibility to the town centre and achieve successful integration with NET. This may require the acquisition of the Wilkinson’s site to accommodate the relocated bus station. Discussions are still on-going with the Borough Council, Developers and other interested parties to ensure that a comprehensive approach is taken. This will include a suitable site for a bus station and/or bus waiting facilities, replacement car parking facilities, and the relocation of lost retail floorspace.

ERM have advised that there may be a noticeable increase in noise in the vicinity of the Manor Centre and this has been raised in the comments by the NET team on the recent planning application.

St John the Baptists Church is a listed building and the route passes through the West End (Beeston) Conservation area. The Church is not impacted on and the boundary wall will be protected during construction to prevent damage to this important feature. Mitigation measures at the detailed design stage will be required to minimise any adverse impacts on the setting of the listed building and to preserve and enhance the character of the Conservation area. Full consultation with English Heritage will be undertaken.

There is some loss of trees along this section, notably 5 trees at the junction of Middle Street and Chilwell Road and this will have a significant impact on the Conservation area. Replacement tree planting is proposed along the route where space allows, with further planting possible on adjacent private land with consent.

Overall it is considered that introducing the tram into the centre of Beeston will increase the attractiveness of the area both commercially and environmentally. The central tramstop will provide high levels of accessibility to town centre shops and facilities, integrate with buses and increase the attractiveness of the area to developers and retailers. The pedestrianised core of the town centre will be extended west, and encompassing the attractive area around St John the Baptist Church, with high quality paving and environmental improvements. ERM have

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc advised that the demolition of properties associated with the NET proposals will have a significant beneficial impact on the visual amenity and townscape of Beeston. The redevelopment and NET proposals together would open up the area and allow the remaining space to be redesigned for high quality open space, linking with the tramstop and existing pedestrian space, and would be a major opportunity to take Beeston forward as a high quality major district centre.

4. Beeston Town Centre Traffic Management. Considerable concern was expressed in the consultation about the impacts of the trams on traffic flows in the Beeston area. Particular concerns were the closure of Collin Street and right turn bans from Middle Street into Devonshire Avenue and Chilwell Road; the risk of traffic disruption on Wollaton Road following the introduction of a new link onto Commercial Avenue; the high traffic flows through the Station Road/Middle Street junction following the opening of the new retail store; impacts on Bramcote Avenue and adequacy of cycling facilities.

Very detailed assessments have been undertaken on traffic flows for the main routes in the Beeston area, including the development of a traffic model for the town centre. This work has identified that a significant proportion of traffic is destined for areas beyond Beeston and is currently using the route through Chilwell Road and Beeston as an alternative to the main road route along A6005 Queens Road. It is proposed to introduce a package of traffic management measures, which could include improvements on Queens Road at its junctions with Station Road, Meadow Lane and Bye Pass Road and bus lanes on Bye Pass Road to divert an appropriate level of traffic from the tram route especially in the morning and evening peak periods. Changes to traffic flows on the wider network are currently being investigated, together with improvements on the tram route, the proposals will allow traffic along the route to be generally free flowing, and minimising difficulties at junctions. The tram itself, operating every 10 minutes in each direction, will not hold up traffic through the town centre. The junction improvement at Queen Road/Station Road may require a small parcel of land from adjacent residential gardens, including from Clayton Court.

The assessment work has confirmed that for traffic to flow freely along Middle Street, and to assist the reliability of the tram, the right turn into Chilwell Road/Devonshire Avenue has to be prohibited. Satisfactory alternative access routes exist via Imperial Road and Station Road. Improvements to the Station Road/Middle Street junction will encourage its use for access to the Devonshire Avenue area. Discussions on the proposals have been held with Nottingham City Transport and the existing bus service 36 will need some rerouting. It is however anticipated that bus services will be revised following the introduction of the tram. It has been assumed that the service 13 link between Beeston town centre and Imperial Road would be withdrawn as this section would be served by the tram. The closure of Collin Street is required to provide a loading bay for adjacent retail premises and this bay can also function as a parking bay for residential properties.

The new Commercial Avenue link from Wollaton Road will become the main vehicle access to the Foster Avenue car park, Catholic Church, library and Roundhill School with the link from Chilwell Road closed to general traffic. This will require the acquisition of one business and the widening of Commercial Avenue. Although concerns were expressed in the consultation by the public and the school

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc about increasing traffic using Wollaton Road/Commercial Avenue the County Council as Highway Authority do not consider that the provision of the link road, and its close proximity to traffic lights in the town centre, will significantly impact on traffic flow on Wollaton Road. The new access will have two significant advantages. It will alleviate traffic queues on Chilwell Road, particularly vehicles accessing the Foster Avenue car park and which could affect the reliability of trams approaching the town centre. It will also enable the pedestrianised centre of Beeston to be extended further west (see above). Vehicle access will be allowed for the tram, service vehicles and access only.

The Middle Street/Station Road junction is to be widened as part of the adjacent retail development and the assessments have included traffic generated by the proposed retail store. Further junction improvements, including localised widening using further land from the retail development (agreed through a section 106 agreement), will be required on the introduction of the tram to enable priority for inbound trams. This would also require the acquisition of an additional business, whose representatives have expressed concern about the proposals. Further west, a retail unit and land from a second unit, and a parcel of land from the Fire Station which is not used for operational purposes will be acquired to provide a link to and sufficient land for a new signalised junction at Middle Street/Styring Street. The owners of the retail units have expressed strong concerns about the proposals, including questioning the ability of the retained store to operate on its own without car parking. Consultants Mott MacDonald have advised that some parking can be retained.

The Highway Authority has indicated that although driving habits may well alter, only modest changes in traffic levels are anticipated in the Bramcote Avenue area.

Concerns were expressed about the comprehensiveness of the cycling provision through Beeston. Due to space constraints, it has not been possible to provide full cycling facilities, including on-street cycle lanes. However, provision has been made where space allows, and at all junctions in order to give cyclists an alternative to staying on the carriageway. The reduction of traffic in the area and the removal of on-street parking along the tram route will also assist in creating a safer environment for cyclists. Creating links to the wider cycling network would be considered as part of the Local Transport Plan. The detailed design will be further developed in consultation with PEDALS and other cycling groups.

5. Chilwell Road. In developing the alignment along Chilwell Road, there have been considerable discussions and correspondence with local people, including affected residents and businesses, and the local campaigning group Beeston and Chilwell Business and Residents Association (BCBRA) and Beeston and Chilwell for Integrated Transport (BACIT) over a lengthy period. A door to door survey of all businesses was also undertaken to identify their needs.

The proposals seek to achieve a balanced outcome, and have been carefully designed to safely accommodate the tram, but also maintain and strengthen the prospects of the retail and commercial area to create an attractive environment which will encourage people to visit. The measures include;

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc • Major environmental improvements including high quality paving and tree and shrub planting. A new area of public space would be created, incorporating a tramstop, providing a focal point for Chilwell Road and improving the pedestrian environment. • Two tramstops serving the area, including a tram stop in the central area to encourage people to visit the retail area and other community facilities. • Two new off-street car parks, parking bays on side roads and loading bays for businesses. By relocating parking and loading away from the main carriageway traffic will be helped to move freely and safety will be improved for pedestrians and cyclists. The proposals will be a significant improvement on the existing limited on-street spaces which are restricted to one hour parking during the day (Monday to Saturday). • the potential for a new commercial development area at Ellis Grove.

To achieve the above proposals and in view of the constrained nature of Chilwell Road, the loss of property is unavoidable. The aim has been to maximise the retention of shop frontages while accommodating the parking/loading and tramstop. It will be necessary to acquire 10 residential and 8 business premises although the potential new commercial area could offset some of the loss of business premises. Broxtowe Borough Council and other respondents have raised concerns about the acquisition of 63 – 73 Chilwell Road. However, to achieve a centrally located tramstop and provide adequate parking and loading facilities to meet the needs of the retail area on both sides of the road, the resulting track geometry and highway design confirm that demolition of this block is unavoidable. In relation to the EIA, the changes proposed on Chilwell Road will result in a high magnitude of change to the townscape, and in the vicinity of the tramstop, a moderate adverse impact.

The construction phase will be particularly important for High Road/Chilwell Road, and great care will be taken to minimise disturbance when works are taking place. Access to shops along Chilwell Road will remain through the construction phase. Careful management of the works, together with good communications with local residents and businesses has proved beneficial during the construction of Line One through Hyson Green. Nonetheless, conditions were difficult for traders for a significant period and it must be expected that similar short term difficulties would occur along High Road/Chilwell Road. A Code of Construction practice and a financial assistance package based on that used for Hyson Green (if approved), will be developed to ensure that disturbance is kept to a minimum and the retail area and adjacent roads remain accessible through this period. It is proposed to use acquired land along High Road/Chilwell Road as temporary construction sites during the works and to utilise a small area of undeveloped land adjacent to Broxtowe College.

One of the new car parks is situated adjacent to the Methodist Church off Chilwell Road. Concerns were expressed in the consultation about the size and security of the proposed car park, the loss of existing parking spaces alongside the church, and the impacts on an adjacent property, 21a Chilwell Road. Following discussions with the owner of the property and the Church, it is proposed to acquire 21a Chilwell Road, and therefore provide a larger car park for use by shoppers, the Church, and visitors to nearby Doctors and pharmacies. The revised layout will be

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc more open and together with other measures, will ensure a safe and secure car park. The Chilwell Methodist Church have indicated no objection in principle to the proposed tram route and car park.

English Heritage questioned the need for the new paved space on Chilwell Road near the tramstop, as the general character of the road is ‘enclosed and linear.’ However, this space is considered as part of a cohesive design which improves the central area of Chilwell Road for pedestrians, close to the tramstop, providing a retreat from the busy road and narrow footpath along Chilwell Road. It also offers the potential for temporary retail units, such as market stalls, to be accommodated. The Police Station and Chilwell Road Methodist Church are listed buildings close by and the route passes through the High Road and West End Conservation areas. Mitigation measures at the detailed design stage will be required to minimise any adverse impacts on the setting of listed buildings and preserve and enhance the character of the Conservation area. Further dialogue with English Heritage will continue.

Overall it is considered that the proposals would maintain and enhance the viability of Chilwell Road as a retail centre, creating a safer and more pedestrian friendly environment, increasing accessibility and bringing long term benefits to the area.

6. Broxtowe College. Concerns were expressed in the consultation about the complexity of the junction in front of Broxtowe College. Bartons Transport, who own adjacent land, also expressed strong concerns about the restrictions the junction would impose of entering their site, with a ‘left in, left out’ arrangement. The junction design has been difficult in this area, in view of the space constraints and the number of turning movements to be provided for. However, the layout has been determined to slow down traffic entering the Chilwell Road environment, and to rationalise two potential junctions into one, and is considered the most achievable layout. The restrictions on the Bartons access are necessary for safety reasons to prevent right turn manoeuvres in the vicinity of the junction, and there are alternative local routes. One business on the north side of High Road needs to be acquired at the junction.

In the consultation, some questioned the need for the tramstop at Broxtowe College, in view of its relative close proximity to the Chilwell Road stop and its potential impact on the gardens of Lime Grove Avenue. Although there would be a small reduction in the landtake from some gardens on Lime Grove Avenue by removing the stop, it is considered important to have two stops along the Chilwell Road/High Road area in order to serve the shopping area and cater for residents and people working and studying in the area. The Broxtowe College stop will also provide high levels of accessibility for people to the west and south of the tram route.

A number of people suggested the provision of a park and ride site on land owned by Bartons to the south of Chilwell Road. This land is however designated as a potential employment site in the Broxtowe Local Plan and the proposal would not be in accordance with present policy.

The alignment and tram stop location in the Broxtowe College grounds have been discussed in detail with the College, who are supportive of the proposals. The

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc College have protected the tram alignment in their development proposals for the Chilwell Road site .

D. Broxtowe College to Toton Lane Park and Ride

Public consultation. Approximately 2,000 booklets were distributed to the public for this section of the route and 230 responses were received. 17 stakeholder responses were received from a total of 205 consulted. A petition was received objecting to the proposed alignment between Broxtowe College and Cator Lane and 48 signatures were recorded.

1. The route between Broxtowe College and Cator Lane requires the acquisition of third party land. The alignment has been carefully developed to minimise impact on people and property, and in particular to ensure that Richmond Court can be retained as a habitable elderly residents home. However, there will be significant visual and townscape intrusion into the residential area as a result of the proposals. The alignment requires the acquisition of two properties on Gwenbrook Avenue and the partial demolition of one property on Cator Lane, and impact on the gardens of 20 properties on Lime Grove Avenue, Gwenbrook Avenue, Brookland Drive and Dale Lane. Existing vegetation and trees will be lost, including within gardens. The alignment passes alongside Greenwood Court and requires a small amount of landtake.

In developing the alignment and during the consultation, representatives of the NET Project Office met individually with most of the residents affected who are clearly concerned about the proposals. Open meetings were also held with residents in Richmond and Greenwood Courts. In view of the comments received, more detailed surveys of the area have taken place and more detailed plans have been drawn up to give the residents a better understanding of the likely final designs.

The consultation generated a large response and a number of concerns have been expressed by local people. The proposals have sought to mitigate the impacts as far as possible.

Woodland planting and 2 metre high fencing will be provided alongside properties to reduce the visual impact. Replacement tree planting could also be carried out within the garden areas of adjacent properties to help shield them from the tramway. These measures will also ensure a secure boundary, and assist in making the alignment inaccessible to the public.

Noticeable noise increases are predicted alongside Gwenbrook Avenue, Brookland Drive and Cator Lane but the fencing will mitigate noise impacts at these locations. A similar noise impact is predicted at Greenwood Court, but a barrier is not proposed as it would affect natural light. Greenwood Court may however be eligible for sound insulation as outlined in the Phase 2 noise policy.

There will be a small impact on approximately five Cator Lane allotments, managed by Broxtowe Borough Council. Three of the affected allotments are currently vacant and there are currently allotment vacancies in the south of the Borough. A mitigation proposal has been proposed involving improved access, car

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc parking and security fencing. An electricity sub-station is proposed adjacent to the allotments.

2. The route through Chilwell between Cator Lane and Inham Nook.

From Cator Lane, the alignment will operate along the existing open space corridor as far as Inham Road. Concerns were expressed in the consultation about the use of the open space in relation to a number of issues. These are considered below.

2.1 Loss of open space. The tram alignment will only take part of the open space and although it is accepted that the amenity value of the area will be reduced, detailed design would preserve as many of the existing features as possible, and all existing uses of the area would be retained. An area of new open space is proposed west of Eskdale Drive to replace the space lost in Chilwell. The land is currently agricultural and the replacement area will be similar in make up to the existing open space, being designed as an open environment with low level planting. The proposed size of the area is equivalent to the area required for the tramway along the Chilwell open space.

The owners of the land for the replacement open space have objected to the proposal, citing its potential for housing development following Local and Structure Plan reviews, and have suggested an alternative location. However, the land is within Green Belt and its development for housing would be against current planning policy, and consultants Gillespies have identified the site as the most appropriate for the new open space following a site selection appraisal in accordance with PPG17 (Open Space).

The existing level of provision of footpaths along the corridor will be maintained and enhanced. Additional lighting will be provided on approaches to tramstops. The proposed footpath and cycleway at the back of Clumber Avenue will be wide, measuring approximately 4.5 metres. It will provide access to the open space for Clumber Avenue residents and a suitable link to the tramstop now proposed at Cator Lane (see below). The path would also enable people to cycle the full length of the open space without having to cross the tracks.

The children’s play area at Eskdale Drive will be relocated to the south of the tennis courts, which will not be affected by the proposals.

An electricity substation is proposed adjacent to Inham Road.

2.2 Impact on trees and ecology. A number of trees are lost along this section, including some mature trees in a copse opposite Eskdale Junior School and at the Bramcote Lane and Cator Lane tramstops. Replacement trees will be provided for all those lost and these will be situated either along the open space section, or in the proposed new area to the west of Inham Road. It is accepted that it will take a number of years for replacement trees and copses to reach the stature of existing trees.

There will be some loss of trees behind Garton and Lark Close as avoiding the trees completely would result in very little useable space remaining on this section

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc of the open space. It is however hoped to retain or replace much of the existing tree and shrub planting to help maintain a visual barrier.

Shrub planting is also proposed along the corridor and within the new open space to offset ecological impacts along this section. Overall, ERM consider there to be a slight or moderate adverse townscape impact along the open space.

2.3 Noise. Initial noise predictions undertaken by ERM indicate that construction and operational noise impacts are unlikely to be significant along the open space. .

2.4 Visual intrusion. A number of properties backing onto the open space, the schools and users of the recreation ground will have views of the tramway infrastructure. The above proposals for tree replacement and shrub planting will to some extent offset the visual impact of the tramway although ERM consider that the impacts on visual amenity will be moderate or substantial adverse, reducing to slight adverse as replacement trees mature .

2.5 Speed and safety . Concern has been expressed about the safety of people, and particularly children, along the Chilwell open space. This is a very important issue and at this stage a number of safety features have been included. Crossing points have been provided opposite Eskdale School and Alderman Pounder School (the latter is immediately next to the proposed tram stop). The proposed knee high post and rail fencing acts as a barrier between the tramway and the adjacent open land to make sure that it is not possible to accidentally stray onto the tramlines. This open fencing allows clear visibility between the trams and pedestrians. All public access and crossing points will be carefully located at the detailed design stage and ensuring the safety of children will involve giving them a good understanding of the tram with information incorporated into safety education programmes. Tram speeds along the open space would be low, allowing the driver to react to any encroachment on the tramway. This will be strictly enforced through automatic recording of the tram movements.

Overall, the safety record of tram systems is very good and the system will not be allowed to operate until the Health and Safety Executive are satisfied that it is safely designed and implemented taking account of its local environment.

2.6 Impact on Sandby Court . At Sandby Court, the original route was between the two main buildings that make up the elderly residents complex. After further consideration of residents concerns and those of HMRI, it is now proposed to operate to the south of Sandby Court, taking the tram away from the main circulation area of the complex and the entrance to the Doctors Surgery. Fencing and screen planting would be provided to minimise the visual impact on Sandby Court and maintain privacy at the surgery. There will be a small impact on an adjacent residential development site (although a recent planning application submitted by the Developer has taken account of this impact), and on two gardens on Holkham Avenue and some existing vegetation will be lost, although new scrub planting is proposed alongside Holkham Avenue. ERM have advised that significant noise impacts are not anticipated at this location. Overall ERM advise there will be a substantial adverse impact on visual amenity in this area, reducing to slight as planting matures.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc 2.7 Tramstops and impact on traffic . Three tramstops were originally proposed along this section at Bramcote Lane, Eskdale Drive and Inham Nook. Following the very significant response in the consultation, including from the residents of Greenwood Court and from Broxtowe Borough Council, it is proposed to include an additional stop at Cator Lane. Four tramstops represents a high level of provision for the local area, making the tramway accessible to a large proportion of the local population. Feeder bus services are also likely to make the tramway accessible to those who live further away.

It is not anticipated that crossing points on Cator Lane and Bramcote Lane will cause any significant disruption to traffic. A tram is likely to cross once every ten minutes in each direction (i.e. every five minutes in total) and traffic levels on these roads are not high enough for this to create any significant tailbacks. New pedestrian crossings will be provided as part of the works.

2.8 The water culvert and drainage tanks. The route of the tramway between Broxtowe College and Eskdale Drive runs parallel to a watercouse which will require modification at some locations where it runs underneath or adjacent to the proposed tram alignment. Small sections of the open channel may need to be culverted and existing vegetation and trees lost at these locations would be replaced within the same area. An underground sewer also exists along part of this section which has a large tank just west of Cator Lane to hold large flows during times of heavy rainfall. From discussions with Severn Trent water and the Environment Agency, it is considered that where the tram route crosses them, strengthening or replacement of existing structures might be required.

2.9 Toton Lane park and ride site. The proposed park and ride site is situated adjacent to Toton Lane. Based on the economic assessments, 1,400 spaces are proposed. The layout of the site will be fully considered at the detailed design stage, concentrating in particular on creating a secure environment, and providing landscaping and planting to mitigate any impact on the openness of the Green Belt (see below). There will be provision for bus interchange. Prior to its development, the park and ride will be used as a temporary construction site.

The park and ride site and some track will be located on Grade 2 agricultural land. However, ERM consider the important contribution of NET to the development of a sustainable transport system outweighs the loss of this high quality agricultural land. The park and ride and associated track will have a moderate adverse impact on townscape and visual amenity, although the impact will reduce as the vegetation surrounding the site matures.

The tram alignment and park and ride site are located on Green Belt land, and planning policy guidance advises that park and ride is not necessarily inappropriate provided that non-Green Belt alternatives are considered first and a number of criteria are satisfied. There are no suitable locations outside the Green Belt and an assessment of seven alternative sites for the park and ride within the Green Belt was therefore undertaken by an Officer group including Nottinghamshire County Council, Broxtowe Borough Council and the NET Project team. The initial seven sites were sifted to three for a more detailed assessment and Toton Lane was identified as the most suitable site as it had lower landscape, visual intrusion and biodiversity impacts, and was the most accessible and attractive site for park and

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc ride users and bus interchange, with a high profile location adjacent to the A52. It is not considered an inappropriate development in Green Belt.

Current planning guidance emphasises that any buildings erected at a park and ride site within the Green Belt must be for essential facilities associated with the park and ride scheme, and the provision of shops, toilets and coach layover facilities will be considered at the next stage in the design process. The guidance however indicates that new retail and other potential developments on the edge of the site will not be appropriate .

Broxtowe Borough Council have requested the boundaries of the park and ride site be revised to include land currently used for parking for adjacent businesses thereby reducing the impact on greenfield land. Utilising all the land currently used for parking would however significantly impact on the operation of the business, and is likely to result in objections to the scheme. However, Consultants Mott MacDonald will reassess the parking arrangements in the area in consultation with Broxtowe and adjacent landowners to minimise the impact on greenfield land and existing businesses.

Toton Lane will be accessed by a new signalised junction and assessments of traffic levels now and in the future on Toton Lane have indicated that the new access can be accommodated without significantly worsening traffic conditions on this busy road. The new park and ride site will only have a small impact on the Bardills roundabout, as most users of the park and ride will be existing travellers who divert to the tram rather than continuing their journey into the City by car and discussions are being held with the Highways Agency (HA) about improvements to the roundabout which aim to mitigate the impact of the park and ride traffic. The roundabout is however currently heavily congested and has no pedestrian and cycle crossings. The HA are likely to undertake a capacity study on the roundabout on completion of the A52 multi-modal study and the NET Project team and County Council will work with the HA to promote an early consideration of potential improvements to the roundabout, including pedestrian and cycling facilities. Should a larger roundabout scheme be proposed by the Highways Agency in the timescales of NET Phase 2, it is likely that NET would make a contribution to such a scheme which reflected the modest impact of the park and ride traffic.

Parking at tramstops . In the public consultation there were general concerns about parking on residential roads close to tram stops. If NET Phase 2 does come into operation, parking will be carefully monitored and preventative action, such as residents parking schemes, will be introduced where appropriate and sought by residents.

Construction Site . It is proposed to include a temporary construction site at Bull Close Road. This will utilise part of a development site identified within the Nottingham Local Plan.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Appendix 3

Mr P M Stone 3454 [email protected]

PMS/PD

30 April 2004

NET Project Team Nottingham City Council Environmental Services Lawrence House cc: Leader Talbot Street cc: Mr L McDonald, DTWS Nottingham NG1 5NT

Dear Sirs

NOTTINGHAM EXPRESS TRANSIT PHASE 2 - CHILWELL VIA BEESTON ROUTE

The proposals for NET Line 2 to Beeston and Chilwell were considered at meetings of the Borough Council and Cabinet on 28 and 29 April 2004 respectively. I enclose a copy of the report to Cabinet.

Although, under the council’s constitution, the decision on this matter fell to the Cabinet, it was considered essential to give the full council the opportunity to debate the issues, to enable all members to take part. Accordingly the report was considered first by Council on 28 April; Council’s recommendations were then considered by the Cabinet at its meeting on 29 April.

The Cabinet resolved to:

1. Reaffirm the Council’s support in principle for the proposed NET extension;

2. Advise the NET project team and the City and County Councils of the borough’s strategic concerns identified in the appendix, with an additional concern to ensure satisfactory access arrangements at the Toton roundabout (A52) with particular reference to provision for pedestrians and cyclists to cross the A52 from Stapleford to the proposed park and ride tram stop;

3. Note the continuing dialogue over the detailed design issues set out in the appendix.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc 2 30 April 2004

Please note the amendment to the officer recommendation under item 2. I hope that we can continue to work together to address the council’s outstanding concerns. Members made it clear that, unless these issues can be satisfactorily resolved, the council will be likely to submit formal objections to be heard at the public inquiry into the Transport and Works Act Order.

Yours faithfully

P M Stone Director of Planning and Community Development

Enc

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc Joint report of the Acting Director of Technical and Works Services and Director of Planning and Community Development

NOTTINGHAM EXPRESS TRANSIT (NET) PHASE 2 CONSULTATION RESPONSE – CHILWELL VIA BEESTON ROUTE

1. Purpose of report

To advise members of the NET consultation on the Beeston and Chilwell proposals and to recommend a response.

2. Background

After a large public consultation exercise and extensive feasibility work, in early 2002 two routes, to Clifton via Wilford and to Chilwell via Beeston, were chosen to be the proposed phase 2 of development of a tram network. On 6 March 2002 this Council resolved that “The Council continues to support NET extensions in principle. The Council is concerned about the nature and extent of the practical issues raised during the public consultation and requires NET to prepare detailed proposals to overcome or minimise these legitimate concerns”.

Consultation brochures for the sections of the line through Chilwell and Beeston town centre were issued in 2003 and the Transport and Town Centre Working Groups made detailed representations as a result. The appendix lists the representations previously made, shows the NET team’s responses and gives an overall timescale for phase 2 of the project. It also highlights the main areas which continue to be of concern and includes general information on noise impact and council land holdings.

3. Next Steps

The current programme is that the County and City Councils, as promoters of NET, will take decisions on whether to seek a Transport and Works Act Order in July 2004. This Council is a major stakeholder and a major landowner. An undertaking was given that full Council would have the opportunity to debate the issue. The final, executive decision rests with cabinet, which will meet after the Council meeting to resolve the response taking into account the views expressed by members. It is envisaged that although the Council will wish to confirm its support in principle for the NET, this will be subject to resolution of issues of concern. If these cannot be resolved, the Council would maintain an objection and make appropriate representations at the forthcoming Transport and Works Act Order inquiry.

Recommendation

The cabinet is asked to RESOLVE to:

1. Reaffirm its support in principle for the proposed NET extension. 2. Advise the NET Project Team and the City and County Councils of the borough’s strategic concerns identified in the appendix. 3. Note the continuing dialogue over the detailed design issues set out in the appendix.

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc APPENDIX 3

1. Response to Working Group comments

The attached table sets out the comments made by the working groups, NET’s response and, in the final column, a proposed further response from the Council. The points relating to the strategic issues are discussed in more detail below. The other points relating to detail matters, although important, are not critical at this stage and will be subject to further discussion and consultation as part of the ongoing process.

(i) Toton Lane Park and Ride site: the working group felt that the take-up of existing agricultural land for the development should be kept as low as possible, to minimise impact on the Green Belt. It would be possible to utilise further land from the car park and display area at the Water Gardens site which is a long- established but inappropriate use in the Green Belt. NET’s response seems to reflect acquisition costs rather than a strategic approach to development in the Green Belt.

(ii) Cator Lane stop: strategic objections relating to the lack of a Cator Lane stop have now been resolved and the proposed provision of an additional tramstop to serve the Cator Lane area is to be welcomed, although further plans and information are required before detail comments can be given.

(iii) Demolition of 63-73 Chilwell Road, Beeston: The working groups had sought reassurance that the proposed demolition of the block of properties numbered 63-73 Chilwell Road was necessary for the provision of a tram stop at the centre of this local shopping area. The NET response is that because off-street loading/servicing must be provided on the north side of this part of Chilwell Road, the resulting track geometry and highway design mean that demolition of this block is required to produce a feasible solution. It is not convincing that the tracks need to splay apart at this point, which appears to be the reason why demolition is proposed. Given the decision to provide a tram stop to serve this retail area, it is considered that the design is counter-productive in that it removes five retail units in one of the few parts of the centre which has retailing on both sides of the road (although it is recognised that NET suggest that some of the units could be replaced). Whilst it may not be possible to retain all units, there seems insufficient justification for removing the block including numbers 63-67 Chilwell Road.

(iv) Beeston town centre/The Square: The working groups raised concern that the proposals do not provide for satisfactory relocation for the bus station and multi- storey car park, which is necessary in order to provide new retail floorspace to compensate for the loss of the Argos store and the western side of the mall. The County Council has confirmed that the most suitable position for a relocated bus station is in the position vacated by the removal of the Argos/Wilkinson’s block. The NET Team has responded that the demolition of the Wilkinson’s store is not justified by the project. Their offer to talk further with interested parties on the matter is considered to be an insufficient commitment to accepting the need to resolve it. It is considered essential that a comprehensive approach is taken. This requires provision for relocating the lost floorspace, including Argos and an

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc integrated tram/bus station for the town centre. Further it would not be acceptable in visual terms to retain just a part of the Argos/Wilkinson’s block as proposed, given the adjoining conservation area and the importance of views of the church, whilst servicing the retained units would cause considerable difficulties. It is therefore essential in our view that the scheme incorporates the demolition of this whole block, with appropriate provision for relocation and an integrated tram/bus station.

2. Fletcher Road/Lower Road Beeston

At the time of writing this report the consultation brochure covering the Fletcher Road sections was expected to be released in April 2004. The following comments are based on preliminary sight of the proposed details for this part of the route: a) Strategic issues

Fletcher Road is wide and the need for a small landtake along the whole of the north side of the road for residents parking bays is questioned. Much of this boundary is made up of stone walls which are attractive and will be expensive to recreate. A compromise in width standards should be made in order to avoid this acquisition. Similar comments apply to part of Lower Road. b) Detailed Design

• Cycling direct between Lower Road and Fletcher Road is not specifically catered for. The pavements running past the deterrent paving area should be designed as joint pedestrian/cycle use.

• Existing landscape areas at the open space at the junction of Queens Road and Lower Road need to be retained in some form.

3. Estates Implications

The proposals will affect a number of areas of council land along the route. The borough’s land can be affected in three ways:

(a) Being in the path of development: In these circumstances NET will need to acquire the Council’s land;

(b) Being adjacent to development but no land taken: Here claims can be submitted to cover issues such as noise, vibration and fumes; and

(c) A mixture of the above: In these situations the Council as landowner may make a claim for land taken or land affected by adjacent land being taken.

The most significant landholding is that of Beeston Square. The land is leased to Henry Boot and NET will have to acquire the Council’s freehold interest in the land together with Henry Boot’s lease interest and that of the sublesses (retailers). The remaining land affected consists of amenity land/grass verges, an area of Inham Nook park and land adjacent to Greenwood Court sheltered housing scheme. In all cases

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc full negotiations with NET will take place to ensure the Council is recompensed fully and fairly according to compulsory purchase legislation.

4. Environmental Health Implications

The main potential environmental health concerns relate to noise, vibration and dust generation during the constructional phase of the development, and any subsequent operational noise and vibration. Until a full environmental impact assessment is produced by NET it would be premature to make detailed observations. NET has however already adopted a draft code of construction practice which, if followed, should minimise disturbance and complaints from residents. It is expected that before any works are undertaken in the borough a similar code of practice will be agreed with this Council. This should include the appointment of a Noise Control Officer by the Concessionaire, who will report to the council. It will also be possible in future assessments to take account of experience (including noise measurements) from the operation of phase 1.

5. Project Timetable - Next Steps

The following timescale highlights relevant dates for the Beeston/Chilwell line of NET phase 2:

BROXTOWE INVOLVEMENT DATE PROVISIONAL NET STRATEGIC DESIGN DETAIL TIMETABLE

April 2004 Consultation brochure to be issued for the section running eastwards from Humber road

Broxtowe End April 2004 Council/Cabinet Decision on approval meetings in principle to route Ongoing consultation alignment on detail matters

City and County Council meetings to approve June 2004 Chilwell route

City and County Council July 2004 meetings to approve submission of TWAO to government

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc

Spring 2005 Inquiry into TWAO Approval to any amendments

2006/07 Detailed approval

2007-2009 Construction Ongoing approval to minor detail amendments

2009 Operational

E:\ModernGov\Data\Committ\Intranet\Executive Board\20040622\Agenda\$0j0js02h.doc