CLIFTON WILFORD PLAN
APPENDIX 3
SUMMARY OF MAJOR CHANGES TO THE
ALIGNMENT SINCE 2004 APPROVAL IN PRINCIPLE OF ALIGNMENTS.
Clifton via Wilford route
·
operating
to the east of the former railway embankment between Vernon Avenue and Wilford
Lane, thereby removing impacts on a significant section of the former railway
line Site of Importance for Nature Conservation (Appendix 6, paragraphs 5.1 –
5.9)
APPENDIX 6
NET PHASE 2 - CLIFTON VIA WILFORD. ALIGNMENT DEVELOPMENT
General comments
The text below summarises the main environmental impacts for
the scheme as identified in the Environmental Statement. In general terms, the
ES is required to assess the worst case rather than the most likely
scenario.
Environmental Consultants ERM has undertaken the townscape
and visual impact assessment following the standard Landscape Institute/
Countryside Agency method. This tends to overstate the townscape impacts
because, for example, it has to be assumed
that buildings that have to be demolished as part of the scheme will not
be replaced, even when there is space to do so, unless the building replacement
is part of the scheme. In practice, new development would be expected to take
place. In general, sensitive landscaping proposals identified in the Urban Design
Guide will be established to ensure a best fit of the tramway into the varied
local environments along the routes.
The impacts identified in the text for townscape and visual
impact below are those 15 years after the commencement of the operation and following,
for example, the establishment of planting, settlement of earthworks and
weathering of structures.
During the construction phase, there will be an impact on
the setting, character and appearance of a number of listed buildings and
conservation areas. However, a range of mitigation measures have been developed
in the draft Code of Construction Practice (CoCP) which will minimise impacts
on cultural heritage during the construction phase. There will also be
construction noise impacts in a number of locations, in particular during
enabling works and where demolitions are required. These will however mostly be
of a short duration.
If NET Phase 2 does come into operation, parking will be
carefully monitored on residential roads close to tram stops and preventative
action, such as residents parking schemes will be introduced where appropriate
and sought by residents.
THE ROUTE ALIGNMENT
3. Wilford Toll Bridge (Bridge, Clifton North Wards)
3.1 The tramway crosses Wilford Toll Bridge.
The existing bridge, toll house, gateways, screens and kiosk are Grade II
listed. Structural alterations to the bridge will make permanent changes to the
listed structure with a replacement deck and two centre piers, strengthening of
the foundations to the existing central piers, strengthening of the original
approach arches, and the widening of the bridge width to accommodate the tram,
pedestrians and cyclists. Up to 0.5m width will be removed from four brick
pilasters on the inside of the bridge parapets. A listed building consent (LBC)
will be required alongside the TWA.
3.2 The historic features will however be
largely retained with the detailed design reflecting their listed status, with
mitigation measures included to recognise and preserve the character and important
views of the bridge. These measures and the detailed design will be developed
in consultation with English Heritage and subject to approval by the City
Council as local planning authority pursuant to conditions to the LBC and will
ensure there is no significant residual impact on the listed building.
3.3 Further consultation with British
Waterways will take place in relation to any impacts on the navigation on the
river and with the Environmental Agency regarding the interface with the
river. Measures will be included at the
detailed design stage to deter other vehicles from using the widened bridge.
4. Wilford
Village (Clifton North Ward).
4.1 From the Toll Bridge the tramway will
operate along Main Road before turning east and operating to the north of
Coronation Avenue. This section of Main Road will be closed to traffic,
although access will be provided to the Moderns Rugby Club for maintenance,
special events and emergency vehicles. This area is currently used for
recreational and school parking and a small replacement car park (approximately
25 spaces) is proposed adjacent to the Ferry Inn. Measures will be taken if necessary at the operational stage to
deter park and ride usage of the proposed car park and adjacent streets. The
alignment will be within the Wilford Conservation area for a short distance.
The closed area of Main Road is likely to be used as a temporary construction
site, particularly for reconstruction of the Toll Bridge.
4.2 The tram
stop on Main Road close to the Ferry Inn is located to serve passengers from
the village, the adjacent schools and visitors to the riverside and other
recreational activities.
4.3 The issue of flood protection in the
Wilford area is extremely important. The existing flood bank to the north of
Coronation Avenue will be replaced by a floodwall of the same height as the
existing bank and which will provide at least the same amount of protection
compared to what is there now. Small excavations from the old railway
embankment north of Coronation Avenue will replace any loss of flood storage
area. There will be a loss of some (relatively inaccessible) open space as a
result of these proposals although substantial usable open space will remain in
the area. The new flood protection will
have a significant adverse impact on the Iremonger Pond Site of Importance for
Nature Conservation (SINC), although it will not affect the Pond itself and the
creation of new water margin habitats will reduce the impacts in the medium to
long term. The excavation will have a small impact on the Trentside:West
Bridgford and the Wilford Disused Railway SINC’s but the excavations will allow
additional flood plain wetland habitat interest to be created to help to offset
the impacts. Consultation with the
Environment Agency (EA) has been very helpful in informing the design. The EA will have to approve the final
designs and they have made it clear that approval will likely be forthcoming
providing there is no reduction in the existing flood defence arrangements. The
floodwall would have an attractive design reflecting the rural setting of the
area.
4.4 A new hedgerow and new tree planting in
addition to the retention of the line of existing trees to the immediate north
of Coronation Avenue are proposed to create a natural barrier between
Coronation Avenue and the tramway and there will be a moderate adverse impact
on townscape and visual amenity.
4.5 A number of alignment options for running
the tramway further away from Coronation Avenue have been investigated but are
not considered viable. These would involve considerable and expensive new
structures across the river and floodplain, and would have significant nature
conservation impacts.
5. Coronation Avenue to Wilford Lane (Clifton North, Compton Acres Wards).
5.1 From Coronation Avenue, the route
alignment will run south alongside the former railway embankment alignment to
allow the embankment to form a barrier between the tramway and residential
properties on Vernon Avenue. The alignment passes close to the entry to the
Emmanuel School and tram speeds will be consistent with the available forward
visibility and the needs of safety. As at all locations where children are likely to be about, the
advice of the Councils’ road safety officers has been sought, and tram
information will be incorporated into future information and education
programmes.
5.2 The Clifton via Wilford alignment report
to the Executive Board in April 2004 approved a route alignment between Vernon
Avenue and Wilford Lane actually on the former railway embankment, but at a
reduced height. An alternative option, to run to the east of the embankment
along most of this section, was also considered and it was proposed to extend
the limits of deviation for the project to allow for both options.
5.3 Since 2004, proposals to redevelop the
adjacent land at Gresham Park have moved forward and are under construction.
The proposals involve the rebuilding of the Emmanuel School, the relocation of
the Becket School and a new pavilion and car park to serve existing and new
playing fields. The access road to the Emmanuel School and pavilion has been
completed and work is underway on the School building and the new synthetic and
natural playing fields. The Becket School access is also underway with work on
the school expected to start in September 2007. Outline planning permission for
the school has been received, with a detailed permission currently under
consideration. The developments have fully taken into account the tram
alignment option to the east of the embankment, with a 15 metre corridor
safeguarded for the provision of the track and a footpath. A residential development on the former
Chateau site to the south of Gresham Park has also received planning
permission. These developments will fundamentally change the ‘greenfield’
nature of the land adjacent to the embankment.
5.4 Further discussions have also been held
with local residents and the Wilford Community Group, and these have indicated
local dissatisfaction with the 2004 decision to utilise the embankment,
particularly with regard to visual impacts. A preference has been expressed
locally for the route to the east of the embankment.
5.5 In view of the development proposals and
the public concerns, a review of the alignment options between Vernon Avenue
and Wilford Lane has taken place and this concluded that the alignment to the
east of the embankment should be adopted for the following reasons:
·
The
majority of the northern section of the Wilford Disused Railway SINC will be
left intact. The impact on this SINC is the principal significant adverse
impact on ecological resources of NET Phase Two and this will be much reduced,
with only approximately 15% of the northern section affected. This occurs where the route turns the corner
at Coronation Avenue and also in its approach to Wilford Lane and is still
regarded as significant in ES terms. However, consultants ERM have advised that
the section to the north of Wilford Lane is the most valuable from an ecology
point of view, having value for breeding birds and invertebrates, and the
greatest botanical interest. English Nature (now Natural England) and
Nottinghamshire Wildlife Trust have expressed support on ecology grounds for
the option running to the east of the embankment.
·
Visual
intrusion to Wilford Village and a major change in local landscape will be
avoided, as the embankment will form a natural barrier between the Wilford
residential area and the tram.
·
Excavation
and disposal of material from the embankment, with associated construction
transport and environmental impacts, will be much reduced.
·
There
will be a reduced cost of over Ł1million mainly due to avoiding significant
excavation works, reconstructing an under bridge and providing ramps.
5.6 The revised option will have a slight to
moderate adverse impact on townscape. A footpath would be provided alongside
the tramway on this section.
5.7 The impacts on third party land are
limited. There is a small impact on the residential development site, and one
junior football pitch lost and a cricket field reduced in size should the
Becket School development not proceed.
5.8 Local residents had also requested the
inclusion of a tram stop at Bader Road, possibly as an alternative to the
Wilford Village Stop. However, the provision of a stop would require
significant further excavation works on the embankment to provide an open
environment and security concerns on the footpath and at the stop would remain
due to its remoteness.
5.9 Although it had been proposed to retain wide
limits of deviation within the TWA application to allow for both options,
Parliamentary Agents Bircham Dyson Bell have advised that it is best practice
to include a single alignment option within TWA applications and that
alternative options should only be retained under exceptional circumstances. In view of the clear technical,
environmental and public acceptability advantages of the route alignment to the
east of the embankment, this alignment is proposed and no safeguarding should
be made for any other route through the TWA process.
6. Wilford Lane to Fairham Brook (Compton Acres, Clifton North
Wards)
6.1 From Wilford Lane, the alignment follows
the line of the former railway line for approximately 1.4 kilometres from
Wilford Lane, crossing Ruddington Lane and passing below the A52 Clifton
Boulevard at an existing underpass before turning west (away from the Wilwell
Cutting SSSI) and operating in existing fields to the south of Silverdale
6.2 For the majority of this section, the
embankment would be removed completely and the tram would operate at the same
level as land adjacent to the Compton Acres and Ruddington Lane residential
areas. While this will be more expensive due to the required earthworks and
cause disturbance to neighbouring properties during construction, it will be
less intrusive to residents when the tram is operating and provide more width
for a replacement footpath and comprehensive landscaping scheme within the
corridor boundary. A number of garden and industrial unit extensions along this
section will need to be set back to the original property boundary and land
will need to be acquired from Rushcliffe Borough Council with further land
needed temporarily. There are a number of issues to consider along this section
and these are summarised in the following paragraphs.
6.3 Biodiversity. Although the former railway has no
statutory designation, it is recognised that there will be a major significant
adverse environmental impact through the loss of all the existing vegetation
and habitat on the southern section and part of the northern section of the
former railway embankment, which is designated locally as a SINC. There will
also be a small but significant impact (is ES terms) on the northern arm of the
Wilwell Cutting Nottinghamshire Wildlife Trust (NWT) Reserve to the south.
6.4 The aim has been not to diminish the value of the loss, but to determine what mitigation is feasible and appropriate and seek where possible to minimise impacts. Environmental Consultants ERM have undertaken a wide range of surveys in the area, including field surveys for bats, badgers, invertebrates and breeding birds and detailed flora surveys. Using this information much work has been done to determine how best to deal with the changed environment. Although there will be some permanent habitat loss relating to the footprint of the tram, it is intended that replacement planting, using native species, will help to restore vegetation coverage, much as happened when the railway was closed. The planting will to some extent render habitat loss as temporary and will recreate in part the linear landscape habitat value of the route. Replacement tree and shrub planting will re-establish the corridors for bat foraging and invertebrates in time and will be of benefit to breeding birds.
6.5 In
addition, further compensation is proposed through the creation of an area of
approximately 3.5 hectares of wildlife habitat on land currently in arable use
between the embankment and Fairham Brook just south of Silverdale. This will
have the added benefit of linking the SSSI, railway corridor and Fairham Brook
nature conservation resources and by removal of topsoil in key areas, the
fertility of the ground would be lowered to encourage natural species and
habitat diversity. Overall it is considered to be a significant positive
development in ecology and landscape terms, and to comply with the Councils’
new duties under s40 of the Natural Environment and Rural Communities Act 2006
to have regard to the purposes of conserving biodiversity in accordance with
the Rio Convention. The new area will be provided on high quality agricultural
land. However ERM consider the benefits of enhanced open space and nature
conservation habitat and the important contribution of NET to sustainable
transport objectives outweigh the loss of the agricultural land.
6.6 Access
to the newly created habitat will be from Clifton, Ruddington Lane, The Downs,
Silverdale and Wilford Road, thereby making the new area available to much of
the local population. Small parcels of land are required from a residential
property and a utility company on the Downs to create
the access to the Downs, and the access from Wilford Road would run
adjacent to Wilwell Cutting SSSI and consideration will be given in consultation
with Natural England and Nottinghamshire Wildlife Trust to any management
issues arising from this.
6.7 Prior to
its development, the area for habitat replacement is likely to be used to
facilitate NET construction.
6.8 It is
accepted that along the former railway embankment and in the area of habitat
replacement the proposed planting will take time to become established and
mature to the equivalent state of existing vegetation and the range of habitat
will be reduced. The proposals will
ensure the continued provision of habitat within the urban area and the detail
of the planting will be determined with Natural England, Nottinghamshire
Wildlife Trust and the Local Authorities.
6.9 Wilwell Cutting SSSI. At the southern end of the old railway the alignment turns
west at the earliest opportunity. It will not therefore directly impact on the
Wilwell Cutting Site of Special Scientific Interest (SSSI) and only just cut a
small slice from the extended arm (outside the boundary of the SSSI) of the
Nature Reserve (now Natural England) and SINC.
ERM, in discussion with English Nature, have carefully investigated the
local hydrology, which is so important to the flora of the reserve, and have
concluded that there should be no adverse impacts as the general pattern of
hydrological flows is away from the SSSI in this area and the fact that there
are no significant flows along the cutting in either direction in the area. The
detailed engineering design will allow for the disposal of water that currently
flows out of the SSSI through a suitable drainage system. The SSSI will be well protected and
disturbance from the construction and operation of NET is likely to be minimal.
Natural England will be consulted on the detail of the proposed NET drainage in
the vicinity of the SSSI.
6.10 Amenity,
visual intrusion and noise. The existing corridor has in recent years been upgraded to provide a
walkway and has a quiet and secluded character which will change if the tram is
introduced. There is however sufficient space to build the tram alignment and
to retain a footpath along the whole section and provide landscaping to
minimise the impacts. As the landscaping matures the corridor will regain much
of its green character, with the new area south of Silverdale compensating the
loss of open space caused by the tramway itself.
6.11 It is acknowledged that there will be views from adjacent properties of tram infrastructure introduced along the former rail line, particularly as a result of the loss of mature vegetation on the embankment. ERM have advised that the introduction of the tram will result in a moderate impact on landscape as replacement trees mature. The proposal to remove the embankment, despite the high cost of excavations, will have a significant effect on reducing the prominence of the tramway, along with the proposed adjacent planting, which will provide a visual screen as it matures. Details will be agreed with the appropriate Council’s planning and arboricultural officers in conjunction with Natural England and Nottinghamshire Wildlife Trust. In a small number of locations the available width may be too little for substantial screen planting and residents may wish to see additional planting at the end of their gardens. Such arrangements can be agreed on an individual basis at a later stage. In addition to the planting it is proposed to enhance garden boundary fencing, where necessary, to ensure a minimum two metre high screen.
6.12 South of Ruddington Lane, the tramway would ramp down alongside Barnfield to pass under the existing Clifton Boulevard bridge. ERM have advised that there will be a moderate negative visual impact on properties on Barnfield although a screen (noise) fence, trees and shrub planting would help to minimise views to most Barnfield properties.
6.13 The proposed trackform along the former
railway alignment will be ballast, which is good at absorbing any vibration and
noise and is most suitable for off-street running. Initial noise predictions
undertaken by ERM, however, indicate that construction and operational noise
impacts are likely to be significant at some locations and that barriers would
be of benefit along the embankment section between Wilford Lane and Clifton
Boulevard. These initial predictions indicate that approximately 100 properties
may be affected and approximately 1500m of barriers recommended. The exact locations and final provision will
be determined following the detailed design and in accordance with the noise
threshold levels identified in the NET Phase Two noise and vibration policy and
no residual impacts are anticipated along this section.
6.14 Speed and safety. The tram would operate in a primarily segregated
corridor on this section of route. Parallel pedestrian routes will be carefully
designed to ensure segregation and pedestrian crossing points will be clearly
identified. Speed limits will be determined for each different stretch of track
dependant on local conditions, including the level of segregation from other
traffic and pedestrians, the track alignment and the location of stops and
junctions. In addition, trams are
driven by sight, like a road vehicle, and the driver would travel at speeds
that allow for the speed limit and all operating characteristics and adjust
tram speeds accordingly to suit actual traffic and pedestrian activity and
weather conditions.
6.15 Tram stops. Tram stops are proposed at Wilford Lane, Compton Acres adjacent to
Ascott Gardens, and at Ruddington
Lane.
6.16 The
Wilford Lane tram stop is positioned to the south of the road adjacent to
Heathervale, however the residential and school development proposals at
Gresham Park could change the demand profile for the stop and the limits of
deviation for the project will allow for the tram stop to be moved to the north
side. The final location will be kept under review in the light of emerging
development proposals.
6.17 The
Compton Acres tram stop will require the removal of some planting to retain an
open and safe environment around the tram stop. A footpath access to the stop from Kynance Gardens is proposed,
improving access for local residents around St Austell Drive.
6.18 At the
Ruddington Lane stop some land take will be required to improve access and
create an open environment around the stop.
6.19 An
investigation of a possible tram stop to serve Silverdale has been undertaken.
It is considered that a stop to the south of the Downs is feasible but would be
isolated and difficult to access. As a result of introducing the stop the
overall economic performance of the system would be reduced and less overall
benefits achieved. However, the tram stop could be developed at a later stage
and TWA powers will be sought to enable a future provision and to allow access
from the Downs as part of the walking route into the proposed new open space to
the south of Silverdale.
6.20 Highway interface. It is intended to cross Wilford Lane by a level, traffic signal controlled crossing rather
than a bridge. To meet current
standards, a bridge would necessitate constructing a higher embankment than is
there now which would not be practicable in the width available and would have
significant environmental impacts. Lowering the embankment will reduce the
prominence of the tramway, maximise the area available for planting trees and
shrubs, allow the existing footpath to be replaced and facilitate easy and
convenient access to the adjacent stop. The Highway Authority (Nottinghamshire
County Council) does not believe the Wilford Lane crossing will have any
significant impact on traffic flows, and it will be linked with the nearby
Compton Acres traffic lights. Works are currently underway at this Compton
Acres junction to provide a new access to the Becket School to the north. This
junction has been designed to ensure that queues would not encroach on the NET
crossing of Wilford Lane.
6.21 A short private access road is proposed at
Wilford Lane to provide very occasional access to the tracks for maintenance
purposes. The points for this access will be to the north of Wilford Lane, away
from residential properties. The area
will be gated, fenced and surfaced and will also include an electricity
substation. Some land will be required from the adjacent development site.
6.22 It is proposed that the Ruddington Lane crossing would also be
at road level, with traffic signal control, and again any delay to cars is
expected to be slight. It is proposed to lower Ruddington Lane by about 2 - 2˝
metres and raise the tram track to the same level. This should improve the alignment of the road around this difficult
bend, create an open environment for the tram stop and provide a better
facility for pedestrians to cross. With the lowering of the road, a screen bund
would continue to minimise views for the majority of the adjacent Barnfield
properties.
APPENDIX 7
NOTTINGHAM EXPRESS
TRANSIT - PHASE TWO
DRAFT STATEMENT ON
CONSULTATION
Statement on
consultation
Summary
This statement provides an overview of public
consultation and communications relating to NET Phase Two. The first part (sections 1-8) provides a
history of the consultation process so far and the second part (sections
9&10) outlines plans for future communications strategies.
All consultation and communication is underpinned
with the following values:
Openness: to make
as much information available as possible, consistent with the constraints of
long-term accuracy, time, budgets and commercial sensitivity
Honesty: to
be as balanced as possible when presenting information
Fairness: to
ensure all areas and groups are consistently treated on an equal basis
Every effort has been made to provide residents,
businesses and other stakeholders with sufficient information to make an
informed and reasoned judgement, to provide the opportunity to comment at each
stage of development and to respond to queries raised throughout the
consultation process.
7. Design
consultation (Autumn 2003 – Spring 2004)
7.6 As the Design Consultation was asking for
feedback on the specifics of ‘how the route looks in my area’, some key changes
were proposed following this feedback:
Clifton route:
·
Revised
access arrangements for Moderns Rugby Club in Wilford
·
Relocation
of Compton Acres tram stop to minimise impact on an adjacent property
·
Changes
to the Ruddington Lane crossing to minimise visual impact on adjacent properties
10. Future
communications strategies
10.1 The second part of this statement outlines
plans for future communications strategies. Our aim is to deliver a consistently
high quality of communication to; ensure that the implementation of NET Phase
Two is welcomed by residents and visitors and, the disruption of its
construction is tolerated for the benefits that its operation will bring.
10.2 Throughout the
period of the Transport Act Works Order (TWAO) application, extensive
communication will be undertaken to keep all stakeholders, businesses and
residents aware of developments. The objective of this communications activity
will be to provide an update concerning the TWAO process, explain what the
public can expect in the months ahead and how they can participate in the
overall process going forward from this stage.
As part of the formal TWAO
notification procedures, stakeholders, businesses and residents along the route
will be written to in order to ensure they are personally notified of
developments. Work will be undertaken to keep the media up to date with
progress and promotional literature, such as the Express newsletter, will be
distributed to inform the wider conurbation.
Great
emphasis will be given to explaining how stakeholders can participate in the
Public Inquiry process. The TWAO application documents, including the
Non-Technical Summary, Environmental Statement and Statement of Consultation,
will be accessible to the public through printed versions being made available
for inspection at libraries and public offices along the routes. Electronic
versions will also be produced and distributed to stakeholders as well as being
available for download from the NET Phase Two website.
Brochures
including maps, aerial photographs and cross sections of the routes will be
distributed to stakeholders to answer some of the more frequently asked
questions. The same literature will discuss issues surrounding the development
including the environmental impact and land required. Where necessary,
translations will be provided for a number of minority languages and large
print versions made available on request.
10.3 Construction work can commence post receipt of
TWAO approval from the Secretary of State for Transport and following the
scheme procurement.
Communications work will aim to
ensure that the disruption caused by NET Phase Two construction is tolerated
for the future benefits that its operation will bring. The objective of this
communications activity will be to create an understanding of the construction
process, to give fair notice of the disruption and to provide a clear channel
of communication with those causing the disruption.
Great care will be taken to minimise
disturbance when works are taking place. Every effort will be made to ensure
that the impact on people living/working in the area will be mitigated by
sensitive working methods, close public liaison, and intensive communication of
information. These guiding principles will be respected in the Code of
Construction Practice.
· Meetings with community groups and
materially affected parties will be proactively arranged and also conducted on
request.
· There will be a dedicated point of
contact responsible for liaising with local businesses and residents on a day
to day basis.
· Local Liaison Groups will be set up
where appropriate to provide a regular liaison forum with both the contractors
and City/County Council Officers to discuss and review how work is going.
· There will also be a hotline number,
which will enable immediate contact with the Project Team.
· Leaflets and flyers containing
construction news updates will be tailored for and distributed to all
individuals affected by the works.
The wider Nottingham conurbation
will be kept up to date with development progress through further editions of
Express Magazine, website updates and ongoing media relations across both local
and trade publications.
10.4 The team of communications professionals responsible
for activity undertaken on NET Line One have been retained to work on NET Phase
Two. The scheme will therefore benefit from the considerable experience and
understanding which will be brought to the strategy by these accomplished
communications experts.
Nottingham has a further advantage
because residents and businesses are already familiar with NET Line One. While
remembering the construction process residents and businesses have understood
and felt the benefits which the system’s operation has brought.
In a recent poll 80% of tram users
said they want to see NET Phase Two happen and support for the scheme is also
strong because of the popular health, education and community services which
will benefit from the network extensions.
Further to this, Nottingham’s business community is robustly backing NET
Phase Two because it is seen as a catalyst to which will enable the city to
continue to grow successfully and support their business needs.
All of these elements combine to
create an environment within which a compelling communications strategy can
ensure that the implementation of NET Phase Two is not only tolerated but
welcomed.
APPENDIX 8
TRANSPORT AND WORKS ACT ORDER
APPLICATION AND RELATED APPLICATIONS.
1. Transport and Works Act Order
Draft Order – this
(together with its related schedules) details the legal powers that are being
applied for.
The provisions within the draft Order will include powers
for the Councils to:
- carry
out the works – both specific works that are listed in the Schedules, as
well as a general power to carry out ancillary works within limits that
are defined on the accompanying plans.
- stop
up public highways, both temporarily and permanently.
- acquire
compulsorily the land that is needed for the Phase 2, and related
provisions for compensation.
- use
temporarily the land that is needed for the Phase 2 and related provisions
for compensation.
- operate
Phase 2.
The draft Order will include protective provisions for
- utility
companies and other statutory undertakers; and
- the
two District Councils.
The Order does not have the effect of granting planning
permission, which is applied for separately (see below).
In general, the form of the Order is based on Model Clauses
promulgated by the Department for Transport and adjusted to take account of the
latest precedents and thinking. However, there are a few variations, including:
·
compulsory
powers to fix overhead line equipment to buildings on particular land, (with
the aspiration where possible to minimise street clutter that would be caused
by the use of poles).
·
wide
ranging deemed traffic regulation orders; and
·
the
replacement of the operating and related powers under the Greater Nottingham
Light Rapid Transit Act 1994, which authorised NET Line One, with the operating
powers contained in the Order. This will mean that the whole network will be
operated under the same powers once Phase 2 has been opened for use.
Explanatory Memorandum – a
memorandum explaining the effect of each provision in non-legal language.
Scheme plans and sections – the TWA
application is accompanied by a large number of engineering drawings showing
the scheme proposals, including works & land, planning, Traffic Regulation
Order and Rights of Way plans. These plans will show the Limits of Deviation
(LoDs) for the scheme and the extent of any land that will need to be acquired
to deliver it. The LoD will also cover land required for construction purposes
and accommodation works.
List of items for
Development - detailing the main works included in
the Order.
Book of reference – a document detailing interests in land affected by the Scheme or
fronting onto it, including land to be acquired and where building fixings may
be applied.
Statement as to Aims of the Project – a full statement setting down the principal aims
of the project. The draft version is attached at Appendix 1.
Cost and Funding statements – setting out the cost of the scheme and the proposed
sources of funding.
Request for planning direction – A request for a
direction from the Secretary of State for Transport deeming full planning
permission to have been granted for the works and other development authorised
by the Order, subject to a set of draft planning conditions for the scheme,
which have been discussed with the District Councils. The Borough Councils’
role will subsequently be to decide applications for the discharge of these
conditions. Full planning permission will also be sought through this mechanism
for the redevelopment of Neville Sadler Court.
An environmental statement – this will present the findings of the environmental
impact assessment process (see section 6 of the main report) and outline the
mitigation proposals and residual impacts.
Statement of consultation undertaken – detailing the history of consultation and changes
to the scheme which have resulted. The draft version is attached at Appendix 7.
2. Listed Building and Conservation
Area Consents
In addition to the above, it will be necessary to submit
three listed building (LBC) and six conservation area consent (CAC)
applications. The LBC applications relate to Nottingham Station, Wilford Toll
Bridge and Beeston Police Station, and the CAC applications relate to the
following proposed demolitions in conservation areas:
Nottingham Station
Conservation Area
Demolition of boundary treatments, south of Queens Road.
Demolition of warehouse, Station House, Crocus Street
Demolition of part of Station House frontage, Crocus Street.
Demolition of 1a Arkwright Street.
Beeston West End
Conservation Area
Demolition of part of front wall, Chilwell Methodist Church,
Chilwell Road.
St John’s Grove,
Beeston Conservation Area
Demolition of perimeter wall to 2 Devonshire Avenue.
The route alignment also passes through the Wilford Village
Conservation area, but no structure is affected.
APPENDIX 9
APPROPRIATION OF
CITY AND COUNTY COUNCIL OWNED LAND
1. Nottingham City Council
|
Clifton via Wilford route |
|
|
Location |
Description |
|
Wilford |
§
Land
adjacent to the former rail embankment and part of the former railway
embankment |