APP/P3.1/ENG Engineering Main Proof of Evidence Jeremy Gardner APP/P3.1/ENG 1 Introduction Qualifications and Experience 1.1 My name is Jeremy Donald Gardner. I am a Director with AECOM, a consultancy firm specialising in architecture, design, engineering, and construction services for public and private sector clients across a broad range of sectors. Our transportation practice provides the full range of specialist transportation services including civil, mechanical, electrical and traffic engineering required for the design of tramway and LRT systems. 1.2 I am a Chartered Engineer, being a member of the Institution of Civil Engineers since 1978. I have a BSc in Civil Engineering from the University of Birmingham. Since graduation in 1974, I have worked for AECOM and its legacy companies, Faber Maunsell Ltd and Maunsell Ltd. I am the director responsible for AECOM’s work on the Midlands Metro, Wolverhampton City Centre Extension ("WCCE"). 1.3 During my career I have worked on the planning, implementation and maintenance of a number tramway and LRT schemes. These include London (Croydon) Tramlink, Manchester Metrolink, Sheffield Supertram, West Midlands Metro and the Docklands Light Railway. Scope of Evidence 1.4 My evidence covers the engineering of the scheme and layout of the elements of the project. 1.5 In response to the Statement of Matters my evidence addresses: (#2) ‘The main alternative options considered by Centro and the reasons for choosing the proposals comprised in the scheme’. (#6) ‘The effects of the scheme on statutory undertakers and other utility providers, and their ability to carry out undertakings effectively, safely and in compliance with any statutory or contractual obligations'. (#7) ‘The effects of the scheme on the statutory obligations, waterway operations and navigational management of the Canal and River Trust, and proposals to mitigate these effects'. (#8) ‘The implications for rail users, train operators, Network Rail and businesses located at Wolverhampton Railway Station of works to the station in connection with the scheme (including safety, parking, staff facility, and access issues)’. (#9) ‘The effects of the scheme on the Old Steam Mill (though noting that listed building consent has been sought separately and granted for this element of the works)’. (#10) ‘The measures proposed by Centro for mitigating any adverse impacts of the scheme, including: (a) the proposed Code of Construction Practice; (b) any measures to avoid, reduce or remedy any major or significant adverse environmental impacts of the scheme; and Page 2 of 34 APP/P3.1/ENG (c) whether, and if so, to what extent, any adverse environmental impact would still remain after the proposed mitigation’. (#11) Compulsory Purchase Orders and whether the land and rights in land for which compulsory acquisition powers are sought are required by Centro in order to secure satisfactory implementation of the scheme. 1.6 In response to specific objections my evidence addresses: Objection of Mr Singh (Number OBJ/01) Objection of CP Co 3 Limited (Number OBJ/09) Objection of NCP (Number OBJ/10) Witness Declaration 1.7 The evidence I shall give is true, given in good faith and represents my professional opinion regarding the merits of the Order proposal and I have carried out my assessment in accordance with the Code of Professional Conduct of the Institution of Civil Engineers. Page 3 of 34 APP/P3.1/ENG 2 The Scheme Proposals Introduction 2.1 The proposed WCCE route extends the Midland Metro tramway route from Bilston Street where it currently terminates, along Piper’s Row and Railway Drive to Wolverhampton Railway Station, where the extension terminates. New stops are located on Piper’s Row adjacent to the bus station, and at Wolverhampton Railway Station. The route has been selected to provide a direct link to and provide interchange with the bus station on Piper’s Row and mainline railway services at Wolverhampton Station. 2.2 It is proposed that the tram tracks run “on-carriageway” for the full length of the sections along Piper’s Row and Railway Drive. The route terminates in a single track headshunt just past the railway station stop, which runs between the West Coast Mainline and the Steam Mill. 2.3 The scheme has been developed in close consultation with the planning and highway departments of Wolverhampton City Council. Their advice, guidance and support has informed the scheme proposals throughout. Interface with Wolverhampton Interchange Project 2.4 The WCCE forms part of the Wolverhampton Interchange Project (WIP) which includes plans to redevelop land either side of Railway Drive and Wolverhampton Railway Station including commercial developments, new rail station buildings and an extension to the Multi Storey Car Park (MSCP). The WCCE is a key component of the WIP. 2.5 The WIP Masterplan is split into different developments; ‘Block 11’ was the redevelopment of Wolverhampton Bus Station, office and retail units, including the renovation of the Grade II listed Queens Building, and was completed in 2011. The construction of Block 10 is currently in progress. Planning applications for the redevelopment of the rail station buildings, an extension to the MSCP, the relocation of the MSCP and rail station accesses, re-provided taxi provision, and a new Kiss and Ride facility were submitted in the summer of 2014. Later developments of the WIP include a hotel, further retail, office and residential accommodation. Key Assumptions 2.6 In preparing the engineering scheme it has been assumed that the railway station redevelopment will be largely complete prior to construction of the WCCE scheme. This is known as Scenario A and assumes that: the existing railway station buildings have been demolished, the new railway station facilities are largely complete and are operational, the multi storey car park entrance has been moved so that it is accessed from Corn Hill rather than Railway Drive, the new taxi and drop off facilities accessed via Corn Hill rather than Railway Drive are complete and operational, and Page 4 of 34 APP/P3.1/ENG the steel clad section of the steam mill has been demolished and the remaining Grade 2 listed section of the building has been stabilised. 2.7 Should the works described above not be complete prior to the construction of the WCCE, Scenario B will be implemented which assumes that: demolition of part of the station building and provision of temporary accommodation and a ticket office on an area of land known as the Banana Yard, to the north of the route next to the Birmingham Canal, will be undertaken as part of the WCCE scheme, and that the changes to the Steam Mill, the MSCP entrance and the relocation of the access to the taxi and drop off facilities will also be undertaken as part of the WCCE scheme. Route Description 2.8 Layout of the scheme proposals are shown on General Alignment Sheets 1 to 4, drawings No. WCCE-HDP-128, 129, 130 and 131 (Appendix 1 to this proof). The route running from south to north-west, starts from the existing Metro alignment on Bilston Street to the eest of the existing St George’s stop, follows Piper’s Row and Railway Drive and ends in the Wolverhampton railway station forecourt. New stops are proposed on Piper’s Row adjacent to the bus station, and at Wolverhampton railway station. The existing stop on Bilston Street will continue to be used by some services. 2.9 The junction of Bilston Street with Piper’s Row is redesigned to accommodate the radius of the proposed Metro tracks, including the widening of the junction on the north-eastern side. All current permitted vehicle, pedestrian and cycle movements are catered for in the proposals. The position of the new rails within the highway is primarily governed by the geometric requirements of the new track switches and crossings necessary to allow the new route to diverge and merge with the existing network, and the aspiration to provide as large as practicable a track radius (30m) through the curve to minimise noise and maintenance issues. The location for the moving track switches is within a 'tram-only' section of the highway to which pedestrians and vehicles would be discouraged from entering through kerbing, pedestrian fencing and appropriate pedestrian crossing facilities. 2.10 The proposed arrangement of the traffic lanes, Metro tracks and traffic islands has been designed to provide safe facilities for pedestrians and cyclists to cross Piper’s Row with safe refuge between trams and between trams and traffic. The need to provide a separate tram lane and traffic lane on the southbound side of Piper’s Row at the junction has resulted in the need to aquire land from the Crown and County Courts to provide space for a footway and overhead line poles. 2.11 Northwards along Piper’s Row the proposal is for a Metro stop with platforms on both sides of the road to allow convenient interchange between the Metro and the new bus station. The proposed platform for northbound trams is located opposite the bus station exit while the platform for southbound trams is staggered to the north, to be clear of the bus station exit. The whole stop is within the section of Piper’s Row between Tower Street and Castle Street where there is sufficient width and length of straight track to provide for it without property demolition. To the south the tracks are curved to follow Piper’s Row and to the north the tracks are straight but there is insufficient width between building frontages to fit the width of the stop. Both stop platforms are 3.5m wide and shared with the footways. Provision of an offside traffic lane is needed on the western side of Piper’s Row alongside the proposed northbound Page 5 of 34 APP/P3.1/ENG Metro stop to allow buses to turn right out of the bus station exit safely and to allow traffic to pass while a tram is in the stop.