Engineering Main Proof of Evidence Jeremy Gardner
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
(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
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
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
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. The provision of this offside lane is needed to avoid traffic backing up to the Piper s Row Bilston Street junction and to avoid buses backing up within the bus station. The additional width is that is required for this lane is achieved by acquiring land from the NCP car park. The proposed southbound Metro stop is located within the southbound traffic running lane. 2.12 To facilitate the location of the proposed westbound Metro stop, the entrance and exit to the Piper's Row car park operated by NCP will be moved from Piper s Row to Tower Street. This street is two way and 7 metres wide allowing sufficient space for vehicles to turn in and out of the car park safely. The land taken for the stop results in the loss of 15 car parking spaces, leaving potential for 144 spaces. The remaining area of car park is essentially rectangular and, as a result, a functionally viable and satisfactory layout can be achieved. By relocating the car park access to Tower Street, the car park could remain functional during construction. 2.13 A new signal-controlled pedestrian crossing is proposed across the Piper s Row carriageway to the north of Castle Street. To accommodate the pedestrian crossing, the east end of Castle Street will be realigned to make sufficient space at the western side of Piper s Row for a pedestrian refuge. This realignment contributes to the area of land required from the car park. The proposed pedestrian crossing location is close to the relocated pedestrian entrance to the bus station which, in turn, requires relocation as part of the scheme to avoid the southbound platform. 2.14 The modifications to the junction of Piper s Row and Castle Street will allow HGVs to turn left into Castle Street from the south, but will only allow light vehicles to turn right from the north. This maintains the movement of taxis accessing the taxi rank at the western end of Castle Street. 2.15 Moving northwards, between Tower Street and the approach to Railway Drive, the tram tracks are located within the existing north and southbound traffic lanes. Servicing and access for the other properties on Piper s Row will not be impacted by the proposals. 2.16 The junction of Piper s Row/Lichfield Street/Fryer Street/Railway Drive will be traffic signal controlled and, from there, the tracks turn eastwards onto Railway Drive. The carriageway will be widened on the south-eastern corner of the junction to allow for the necessary track radius. The existing loading bay on Piper's Row will be lengthened to the south. 2.17 Moving eastwards, the tracks follow Railway Drive, within the running carriageway, before sweeping round to the right into the future redeveloped station forecourt, which will be provided by others as part of the WIP proposals. The route of the tracks passes through the position of the current station building, which will be redeveloped as part of WIP. The tracks join together as a single track within the station forecourt, to serve a new Metro stop. Beyond the Metro stop, the single track continues for a short distance sufficient to accommodate two further trams before terminating at a tram arrest point. 2.18 On Railway Drive the proposed tracks cross two bridges. The first is Railway Drive Road Bridge which carries the approach to Wolverhampton railway station over the Wolverhampton Ring Road. A structural inspection and assessment has been made of the bridge and it has been found that it can accommodate a tramway track slab and tramway loading. Page 6 of 34
2.19 The second bridge over the Birmingham Canal consists of a single span masonry arch, with a clear span of approximately 13400mm. This structure has been inspected, has been cored to check the thickness and strength of materials and assessed and found to be capable of carrying the tramway loading. To maintain its long term integrity, it is proposed that the waterproofing over the bridge should be repaired as part of the WCCE works. It is also proposed that some minor works to repair water damage on the brickwork of the arch and abutments should be made. 2.20 It is proposed that Railway Drive will become one-way westbound, with eastbound access only allowed to permitted vehicles needing to access premises such as the Banana Yard and the emergency services. The relocated taxi, pick up/set down point, disabled and British Transport Police parking is located between Metro infrastructure and the north-east flank wall of the multi-storey car park. Beyond the railway station, the tramway is segregated from other traffic, with vehicles being physically deterred from incursion. As with other pedestrian-dominated areas, there will be a difference in levels to delineate the extent of the swept path of the tram. 2.21 The existing station forecourt and passenger concourse is proposed to be replaced by a new high-quality rail interchange facility with enhanced surrounding street space as part of the WIP. This will also include the refurbishment and extension of the multistorey car parking facility to provide 810 spaces. As part of the proposed WCCE, a new Metro stop will be provided within the new station forecourt. The positioning of the Metro stop will provide convenient interchange between Metro and heavy rail for passengers. Vehicular access to the railway station will no longer be allowed from Railway Drive, which will instead be accessed from Corn Hill. It will provide a significant benefit to rail station accessibility in improving connections with Metro services through delivery of a Metro stop at the railway station. It will also provide a direct connection between the bus station and the railway station and to all areas along the existing Line 1 Metro route. 2.22 The changes to the approach to Wolverhampton railway station resulting from the WCCE proposals include the relocation of the vehicular access away from Railway Drive to Corn Hill. This will improve the environment for rail users accessing the station, removing conflicts with the majority of the traffic that previously used the area in front of the station and Railway Drive. Associated with the WCCE works are improvements to the urban realm further enhancing the environment for rail users. 2.23 Train operations will not be affected by the WCCE or WIP schemes. The staff car parking will be unchanged by the WCCE and access to the station from the car park will be similar to the current arrangement. The WIP project includes improvements to facilities for rail staff and users, however, if these works are not in place at the time of the construction of WCCE, the station building, ticket office and staff facilities will be provided temporarily on the site of the Banana Yard until the WIP is completed and, until that time, will result in some inconvenience for rail users and staff. 2.24 Network Rail will not be affected by the WCCE proposals. Access for servicing the businesses and for works vehicles will be provided via Corn Hill and permitted vehicles will continue to be able to use Railway Drive in a westbound direction. A loading bay will be provided on Railway Drive opposite the former entrance to the multi-storey car park. The exact arrangement of the loading bay is pending further development of the WIP plans for a hotel abutting the western facade of the multi-storey car park. 2.25 The proposals for the area around the station have been subjected to and passed a Stage 1 safety audit in accordance with Highways England s standards. The area is Page 7 of 34
designed to be a low speed environment for trams and other road vehicles. The urban realm will provide a safe environment for rail users and other pedestrians. Parking and Loading 2.26 To provide for efficient and unobstructed running of the trams, additional parking and loading restrictions are proposed as part of the scheme. Traffic regulation powers are sought in article 43 of the draft Order [WCCE A9/2]. These include a general power and the specific restrictions as set out in Schedule 7 to the draft Order. To enable properties along the route of the tramway to continue to be serviced alternative facilities will be provided. The following restrictions, shown on the Traffic Regulation Order Plan [WCCE/A14] referred to in the Order, and mitigations are proposed: 'No loading at any time' restrictions will be added to the existing 'no waiting' restrictions and applied along the length of the tram route on Bilston Street (no change to the existing), Piper's Row and Railway Drive to prevent vehicles from blocking of tram movements. This will preclude loading on Piper's Row and, as a result, loading facilities will be provided on the south side of Queen Street and on the east side Piper's Row in the form of new or modified loading bays. 'No loading or waiting at any time' restrictions will be applied to Corn Hill to maintain access to the new taxi and drop off area at the station forecourt. Up to four pay and display parking bays will require removal on the north side of Tower Street to accommodate the relocated car park access to the NCP car park on Piper's Row. It has been agreed with WCC that these bays will not be replaced. Two pay and display parking bays will be lost on the south side of Castle Street. This is necessary to maintain a taxi rank outside CRC Manhattans nightclub, which needs to be moved following the realignment of the Castle St/Piper's Row junction to accommodate the northbound tram stop and pedestrian crossing. The existing pedestrian zone at the north end of Piper's Row will be amended to allow the passage of trams. Railway Drive will become a pedestrian dominated zone with access being restricted to trams, cycles and emergency vehicles only in the eastbound direction, with the addition of rail replacement buses and local access traffic in the westbound direction. Coach stops will be provided on the south side of Tower Street to accommodate National Express Coaches which have been displaced by the southbound tram stop on Piper's Row. Pedestrian facilities 2.27 Pedestrian movements will be largely unaffected by the WCCE scheme with pedestrian access being maintained to all areas currently accessible. Page 8 of 34
2.28 By removing most of the traffic from Railway Drive, except trams and (in a westerly direction) permitted vehicles, the WIP scheme will improve access to the station for pedestrians from the city centre and the bus station. Cycle facilities 2.29 The following facilities and arrangements will be made for cyclists and are shown on drawing No. 60274057-SHT-30-001-C-001 (Appendix 2 to this Proof)]: Tram stops will be provided with secure cycle parking facilities. To maintain the current levels of cycle access to the town centre, no cycle prohibitions will be introduced through the WCCE scheme. Cyclists approaching Bilston Street island from all directions will be signed to the railway station via the existing off road cycle routes that converge at the island and then follow the off road route northwards adjacent to the Ring Road. This route links to NCN81 and will allow cyclists to avoid interaction with the tram on Piper s Row and Railway Drive, being a fully segregated route. Cyclists travelling northwards through the city centre will be encouraged to divert along a shared use facility on Bilston Street and then join the route via the off road facilities at Bilston Street island to access the Rail station and NCN81. Cyclists using NCN81 on Lichfield St will have a cycle facility provided across Railway Drive and a designated crossing facility to link to the canal side section of NCN81. Additional signage is required on all the on-street routes to identify the cycling routes and on the proposed shared use route on Bilston Street. Overhead Line Electrification (OLE) 2.30 Electrical power for the operation of the trams is delivered through overhead lines suspended over the tracks. To support the overhead lines a combination of poles and building fixings will be used. In some locations the overhead lines are held up from cantilevers from the support poles while, in others, they are suspended from support wires that span between building fixings or poles or a combination of the two. 2.31 The design of the current proposals has been divided into five sections, reflecting varying track geometrics, fronting property, engineering, aesthetic and physical requirements. The following provides a descriptive overview of the principal support system proposed for each of the five sections: At the Bilston Street/Piper s Row junction, to accommodate the divergence and mergence of WCCE from the existing Metro infrastructure, significant amendments and additions to the OLE support system will be required. The proposal for the above junction is of similar construction to the running lines on the Manchester Metrolink system at Piccadilly Gardens, where offset tracks and dual lines converge. Given the remoteness to buildings, the majority of the supports are likely to be poles. It may prove feasible, however, for two of the poles to be replaced with building fixings attached to the Courts Building. Page 9 of 34
From Piper s Row junction to Berry Street the new line will require a combination of building fixings and poles as there is both a horizontal and vertical curvature to the track. Poles may be necessary at some locations to ensure correct registration of the contact wire, however, it is envisaged that the majority of support wires will be attached to buildings. Within Piper's Row, investigations indicate that a number of buildings and structures may be suitable for fixing OLE support wires to, including Wolverhampton Bus Station, CRC Manhattans, Wulfrun Hotel, The Cooperative, The Britannia Hotel and the proposed Block 10 development. All building fixings will need to be assessed to ascertain that the loading can be accommodated by the building. Going north on Piper's Row through the junction with Lichfield Street and Railway Drive, the main features of the area are the arrangement of the track radii through the highway junction coupled with the rise in carriageway levels towards the Railway Drive overbridge. To the outside of the track curve, there is little opportunity to fix supporting wires to buildings, hence the proposed use of poles on each corner of the junction is proposed. The Block 10 development to the inside of the curve does, however, offer the opportunity for building fixings which is particularly beneficial given the narrowness of parts of the footway fronting Railway Drive. Railway Drive bridge introduces additional challenges for the support of the overhead line as it is not possible to locate poles on the bridge deck. Rather than use larger than standard poles at each end of the bridge and a complex support wiring arrangement it is proposed that poles are located centrally, fixed to either the outside of the central bridge support pier or founded in the ground at the lower carriageway level and rising above the bridge deck. Through the Wolverhampton railway station area and into the tram stop there is a combined run of two slight curves and a change in vertical alignment which requires the use of poles. A number of these poles may be replaced with building fixings once the detail of the new development is available. A further consideration for the area is the need to maintain access to the Banana Yard development located on the north side of the Birmingham Canal. Poles with cantilever arms, located to the south side of the alignment provide the support, leaving the western side of the carriageway and entrance to the Banana Yard clear of equipment. Beyond the railway station and into the terminal Metro stop, poles with cantilever arms are proposed on the basis that the Old Steam Mill and surrounding structures will not be suitable for use. Alternative Proposals 2.32 The guiding principle in the development of the WCCE is to enhance the Midland Metro as a public transport system of a quality to rival that of other world class cities. The implementation of the WCCE offers an opportunity to have a positive impact on the nature of the area it passes through. The design development has involved the close cooperation of Wolverhampton City Council (WCC). 2.33 In considering whether other transport modes were viable alternatives to the WCCE the main influence has been the problem facing Wolverhampton which is not a lack of public transport provision but the integration of it. Any solution must integrate the Page 10 of 34
existing Metro Line 1, bus, and rail facilities to form seamless interchange. A solution to the lack of integration that introduces a further transport mode such as bus, guided bus or trolleybus would be counterproductive in introducing further mode-to-mode interchange penalties. The only practicable solution to minimise such interchange penalties is a short extension to the existing tramway, building on previous development work on alternative alignments, as set out below. 2.34 The evolution of the scheme to arrive at the route is given in the evidence of Mr. Peter Adams, section 5 [APP/1.1/SCH]. Having decided to change from the city centre loop to the direct connection to Wolverhampton Station in early 2012, the current WCCE scheme was developed. As part of the scheme development some variations to the arrangement of the stop on Piper s Row were studied in consultation with National Express. 2.35 In response to the objections raised during the public consultation in May 2013 by heritage groups including English Heritage, the route was amended to avoid the demolition of the Old Steam Mill. The options considered included the following: ; options 1 6; a number of 2 platform arrangements that required demolition of some of the Old Steam Mill and required access to the multi storey car park to be retained via Railway Drive; option 7; a single platform solution that kept the Old Steam Mill in its entirety; option 8; involved twin platforms but took land from the car park and moved access to the west. This option had negative landscape and visual impacts; options 9, 10 and 11; involved an island platform which saved the Old Steam Mill but reduced space for the kiss and ride. It also introduced dead running and waiting time and involved a narrow platform; options 12 and 13; curved head shunts that don t cross Corn Hill. These allowed the retention of the Old Steam Mill facade but still put it at risk; options 14 and 15; involved single platform options, closer to the station which saved the listed part of the Steam Mill and were a lower cost than the other options; options 16 23; variations and refinements of option 7; options 24 and 25; extended the option 15 track alignment by 9 metres. 2.36 The options were discussed with key stakeholders including WCC, Wolves on Wheels, English Heritage (now known as Historic England), and the Wolverhampton Combined Court Centre. A modification of Option 25 which emerged out of Option 15 was chosen and a consultation exercise was undertaken. This option was chosen because the single track alignment benefits from simplicity in terms of infrastructure, whilst being able to accommodate an additional two trams beyond the end of the platform. The reduction in the complexity of the track and stop infrastructure compared to the other options reduces costs and land requirements for the WCCE and enables the tram stop to be more closely integrated with the railway station Page 11 of 34
whilst retaining the potential for the Midland Metro to be extended. This option also allows the alignment to stop before crossing Corn Hill thus reducing the effects on the canal side and minimising the number of buildings requiring demolition, including retaining all but the 20 th century steel-clad section of the Grade II listed Old Steam Mill in an arrangement acceptable to English Heritage. This option also satisfies the WIP s requirements for the kiss and ride (drop-off) facility. 2.37 In 2013 the initial arrangement for the stop on Piper s Row was subject to review with the aim of improving the safety of the pedestrian facilities and addressing the following issues: The potential delay to buses exiting the bus station due to those turning right being prevented from leaving while a tram approaches and occupies the tramstop if it is on-street. The provision of a safe, controlled pedestrian crossing facility appropriately located to serve the stop. Provision of tramstops of sufficient width to act as both tram stop and footway in the absence of space for their separate provision. The safe and efficient operation of the public highway. A safe and operationally efficient arrangement for the trams. Sufficient length of 30m to accommodate the new 3m long CAF trams. 2.38 In 2013 a review of the project proposals was carried out by the design team and two concerns with the arrangement of the tramstops on Piper s Row were identified. The arrangement existing at the time, the base case, required land from the Piper s Row car park to accommodate the northbound stop and provide a separate northbound traffic lane. The base case arrangement had the stop and tram track for the northbound trams offset from the northbound traffic lane and a separate footway and tram stop platform. The northbound stop was located on part of the Piper s Row NCP car park. The southbound platform was located to the north of the northbound stop opposite Castle Street and a pedestrian crossing was proposed between the two. The two concerns with this arrangement that arose during the design review were (a) the safety of the pedestrian crossing facility and (b) the width of the traffic lanes resulting from locating the southbound stop opposite Castle Street. These safety concerns were considered significant enough to warrant a change to the base case arrangement. As a result, an options study was initiated and three alternative options were developed and compared. Option 1; the southbound stop is moved to the south, the pedestrian crossing is moved to the north of Castle Street and the northbound stop platform is made integral with the footway to save land take from the NCP car park. Traffic islands are included in the layout to prevent traffic from passing stationary trams. There are right turn facilities in the centre of the road to allow vehicles entering the courts and buses turning right into the bus station to wait clear of the northbound traffic lane. When compared to the base case, this option reduces the land take to a minimum by removing the separate northbound traffic lane and has the best tram alignment. Page 12 of 34
Option 2 has the tramstops located in similar positions to Option 1 but has an additional northbound traffic lane separate from the tram lane to allow vehicles to pass a stationary tram and to allow busses to turn right out of the bus station while a tram is approaching or stopped at the tramstop. There are no separate northbound facilities for buses to turn right into the bus station or for vehicles turning right into the law courts. There are traffic islands on which to locate traffic signals and these will prevent vehicles passing a stationary southbound tram. As a consequence of the separate northbound traffic lane, this option takes more land from the car park than Option 1. Option 3 is a variation on the base case with a staggered pedestrian facility and a pedestrian refuge island between the traffic lanes and the northbound tram lane provided to improve the safety of that facility. Due to the width of the island this option takes more land from the NCP car park than the other two options and is more operationally complex and less efficient. 2.39 At the time when the options technical note was produced, the preferred option was Option 1 as this took the least land from the car park and provided the best tram alignment. However, this was subject to further discussion with National Express, the operator of the bus station. The result of these discussions was that Option 2 has been taken forward into the TWA Order. The justification for this is explained in Mr Peter Adams s Proof of Evidence, paragraph 10.51 [APP/P1.1/SCH]. By adopting tramstops integrated into and acting as combined tramstop and footways, the land take from the car park has been reduced from that in the base case. The detailed description of these options and the conclusions are given in the AECOM Technical Note titled Piper s Row Alternative Tramstop/Alignment Options (Appendix 3 to this Proof). 2.40 No further viable alignments, providing interchange with the bus station, convenient access to the city centre and further connection to the railway station, have been identified. 3 Existing Conditions Highway Network 3.1 The roads along the WCCE route are two-way and allow passage by all vehicles, although many roads adjoining the route are one-way only. The exception to this is the short pedestrianised section at the north end of Piper s Row between Berry Street and Lichfield Street, which can only be used by buses, taxis, cycles and loading vehicles. The existing road network is discussed in detail on a street by street basis in the following paragraphs. 3.2 On Bilston Street: one-way eastbound movements are permitted between the junctions with Market Street and Piper s Row. To the east of Piper s Row, Bilston Street is a dual carriageway, allowing two-way traffic movements. Two traffic lanes run to the north of the existing Metro tracks, which are segregated by kerbing. Traffic is subject to a 20mph speed limit as it enters Wolverhampton City Centre from the Ring Road. At the junction with the Ring Road, traffic is able to exit the roundabout in a westbound direction but is required to turn off Bilston Street to Piper s Row or St George s Parade at the Bilston Street/Piper s Row junction. Page 13 of 34
3.3 Piper s Row is open to all vehicular traffic in both directions south of Berry Street, with one traffic lane in each direction except at the Bilston Street/Piper s Row junction where there are two southbound traffic lanes at the stop line. At the southern end, all traffic must turn left onto Bilston Street (towards Ring Road St David s) as Bilston Street is one-way eastbound. There is also a National Express Coach Stop sited on Piper s Row adjacent to the bus station. The stop is 31m long, can accommodate two coaches and is used regularly throughout the day. Piper s Row between Berry Street and Lichfield Street is known as Victoria Square. This section is pedestrianised, with vehicular access only permitted for buses, taxis and loading vehicles. 3.4 Tower Street runs between Market Street and Piper s Row, permitting two-way movement for all vehicular traffic. At the western end of Tower Street, all traffic must turn left on to Market Street, except for police patrol vehicles which can turn northbound on to Market Street. 3.5 Castle Street is a one-way street between Market Street and Piper s Row in the westbound direction, with permitted use by all vehicular traffic. All vehicles must turn left on to Market Street at the priority junction. 3.6 Queen Street runs between Dudley Street and Piper s Row, crossing Market Street and Princess Street at the Market Street/Queen Street/Princess Street junction. To the east of this junction, Queen Street is a one-way street open to general traffic. Under public realm proposals for the town centre being brought forward by the city council the direction of one-way traffic on Queen Street has been reversed to flow eastbound. 3.7 Berry Street is a one-way road between Piper s Row and Princess Street open to all traffic in the westbound direction. All vehicles emerging onto Princess Street are required to turn left at the priority junction. 3.8 Lichfield Street runs between Dudley Street and Piper s Row, permitting two-way movement to general traffic along the whole length. There is one traffic lane in each direction. Lichfield Street is restricted to a 20mph speed limit, with traffic calming measures such as narrow lanes, traffic islands, surfacing measures, road markings and raised tables. The Lichfield Street/Fryer Street/Piper s Row/Railway Drive junction has recently been converted from a roundabout to a four arm signalised junction. Each approach to the signalised junction comprises of a single lane. Cycle feeder lanes and Advanced Stop Lines (ASL) are provided on Lichfield Street and Railway Drive. General traffic cannot turn right from Lichfield Street, or left into Lichfield Street, as the north section of Piper s Row is pedestrianised with access to buses, taxis and loading vehicles only. 3.9 Railway Drive forms the main route between Wolverhampton Railway Station and the City Centre, going over Ring Road St David s. Railway Drive forms part of the signalised junction with Piper s Row, Lichfield Street and Fryer Street. Two-way vehicle movements are permitted along the length of Railway Drive. Page 14 of 34
3.10 Two-way movements are permitted on Corn Hill for all traffic. Corn Hill runs north over the canal from the A454 Horseley Fields. Corn Hill has been stopped up as a viable through route to traffic since 2008, thus providing access to the Gallan surface level car park and residential developments only. The Horseley Fields/Corn Hill junction is a four arm signalised junction. Corn Hill is a single lane signalised approach with left turn only. 3.11 There are a number of key junctions along the proposed WCCE route. These are as follows: Bilston Street/Piper s Row junction is a three-arm signalised junction. Piper s Row flares from one lane to two lanes and is left-turn only. Bilston Street (E) is a two lane approach, flaring to three at the junction. The middle and nearside lanes are for the left-turn movement and operate in a separate stage stream, with the offside lane being for right-turning vehicles. Bilston Street (W) is a two lane approach with three bus stop lay-bys in advance of the junction. The junction operates using Vehicle Actuated (VA) signals. Piper s Row/Tower Street T-junction is priority controlled with all approaches being single lane. Tower Hill is the minor arm and has onstreet parking. The Bus Station egress is bus only onto Piper s Row. There are coach stops located on Piper s Row to the north of this junction in the southbound direction. Piper s Row NCP Car Park is a public use car park off Piper s Row, which is gated. To the south of the car park exit, there is an alighting-only bus stop on Piper s Row. Piper s Row/Castle Street T-junction is priority controlled with all approaches being single lane. Castle Street is the minor arm and has onstreet parking. Piper s Row/Queen Street/Berry Street junction is a signal controlled three-arm junction providing single-stage pedestrian crossings on each arm, with the section of Piper s Row to the north of Berry Street being pedestrianised. The junction is sited on a raised table to the south of Queen Street to improve the pedestrian environment. Piper s Row is single lane in each direction. Berry Street is a single lane one way exit from the junction with some on-street parking. Queen Street is a two lane one way entrance to the junction with some on-street parking. Piper s Row/Lichfield Street/Fryer Street/Railway Drive junction is fourarm and signalised. Fryer Street is a single lane approach and provides access to two public car parks. Railway Drive is a single lane approach with an advanced stop line (ASL). This approach provides access to Wolverhampton Railway Station and a multi-storey car park, via a bridge over Ring Road St David s. Piper s Row is a single lane approach through a pedestrianised zone with vehicular access restricted to buses, taxis and loading. Lichfield Street is a single lane approach with an ASL. There is Page 15 of 34
an on-street bus stop in both directions and this approach is part of the route for many bus services exiting Wolverhampton Bus Station. The signals operate on a fixed time plan, with an all-red pedestrian stage called frequently due to high pedestrian demand. 3.12 Railway Drive at Wolverhampton Station provides access to the drop off and pick up facility, the taxi rank and a multi-storey car park. The drop off and pick up facility has a high turnover of vehicles and contains three disabled parking bays. The taxi rank, which accommodates approximately seven taxis, is well-used. There are two entrances to the multi-storey car park, both of which are barrier controlled. Structures 3.13 The Railway Drive Road Bridge carries the approach to Wolverhampton Railway Station over the Wolverhampton Ring Road. The structure consists of two pre-cast concrete spans of approximately equal length, with a central pier located within the central reserve of the Ring Road. The abutments are formed as part of the retaining walls to the Ring Road which sits in cut below the bridge. The two spans, each of approximately 20m in length, are formed of 13 pre-cast pre-stressed concrete beams, providing a total deck width of 14.2m. The beams are supported on elastomeric bearings at the abutments and intermediate pier and dowelled to provide horizontal support. 3.14 The deck carries a 7.3 m wide carriageway with two footpaths 3m wide on either side. Over the top of the beams is a 200mm thick insitu concrete slab incorporating an 800mm deep edge beam and plinth, onto which is mounted the steel parapet. Above the carriageway is a minimum of 100mm of bituminous road surfacing, a 120mm kerb face and raised footways beyond. 3.15 Railway Drive Arch Bridge consists of a single span masonry arch, with a clear span of approximately 13400mm springing off masonry abutments. The arch is comprised of a six-ring brick arch barrel, with approximately 0.5m of fill above the arch crown extrados. The arch crown rise is approximately 2330mm. The abutments, arch barrel, voussoirs, spandrel walls and parapets are constructed from blue engineering brick. The abutments form part of the retaining wall structures in the area. The bridge was saddled circa 1985 to strengthen the arch but no records or details are available. 3.16 The bridge carries a three-lane road with two lanes heading towards Wolverhampton Railway Station, and one lane heading in the opposite direction, and a footway on each side. Edge protection consists of steel Manchester bollards that line the vehicular carriageways over the arch and metallic pedestrian parapet railing to the north side of the structure. Drainage 3.17 From the existing drainage records it is understood that the existing surface water drainage along the route is a positive system collecting precipitation falling on the surrounding impermeable surfaces (paths, highways, hard surfaces, etc.) by gravity via crossfalls and channels to road gullies for collection by the public sewerage system. Page 16 of 34
4 Statutory Undertakers Equipment 4.1 In order to ascertain the extent and cost of utility works, guidelines for the diversion and protection of apparatus given in New Roads and Street Works Act 1991 Measures necessary where Apparatus is affected by Major Works, are being followed. These guidelines have been developed to address major issues that have affected Statutory Undertakers plant during major highway, bridge, or transport improvement works. The basic stages are as follows Preliminary Enquiries and request for Record plans (C2 stage) Draft scheme and Budget estimates (C3 stage) Detailed scheme and Detailed estimates (C4 stage) Formal Notice and Advance orders (C5 stage) Selection of Contractor and issue of main orders (C6 Stage) Construction (C7 Stage) 4.2 The majority of the construction of WCCE will take place within the highway boundary where utilities are maintained by the utility companies. Utility companies have therefore been contacted to provide information initially on the location of their apparatus and later to determine the nature and extent of any diversions they consider to be necessary as a result of WCCE. 4.3 In 2013, C2 stage enquiries were made under the New Roads and Street Works Act (NRSWA) requesting records of the location and depth of apparatus in the area of the proposed WCCE. Responses were received and the information was transferred to composite utilities plans showing all of the apparatus plotted onto plans of the WCCE route. 4.4 In support of the record information received from the utility companies Ground Penetration Radar Surveys (GPR) were carried out in 2014 which confirmed the existence of the apparatus and enabled more accurate plotting of its position. 4.5 In 2014, C3 stage enquiries under the NRSWA were made requesting outline details of any diversions required by utility companies together with budget costs for those diversions. This information has been received, so the nature and costs of all utility company diversions is known. 4.6 Notice of the Transport and Works Act Order application was served on all the statutory undertakers and other utility providers and no objections have been received. The draft Order deals with provisions for statutory undertakers in article 45. [WCCE/A9/2] BT Openreach 4.7 BT has apparatus in Piper s Row and Railway Drive located mainly in the footways. No diversions are required to their apparatus in Railway Drive but diversions of ducts and relocation of chambers is required for most of the length of Piper s Row including at the junction with Railway Drive. The expected duration of their diversion work is 6-7 months. Page 17 of 34
Severn Trent Water (STW) 4.8 STW is responsible for surface and foul water sewers and also for clean water supply pipes in this area. 4.9 STW Sewers - STW has sewers in the carriageway along the length of Piper s Row and in Railway Drive, west of the ring road bridge. The depth of these sewers ranges from 2.5m to 6m. The extent of diversions is significant and includes: Alterations to 3 chamber shafts to relocate access to a safe distance from the tram track Relaying of 63 metres of sewers which run under the line of the tram track 8 new manholes Structural lining of approximately 218 metres of sewer to reduce the risk of need for early future maintenance. 4.10 STW Clean Water - STW has identified pipes that potentially require diversion and provided a budget cost for diversions. The main supply pipes along Piper s Row which are the majority of pipes requiring diversion are 200mm diameter. There are no pipes in Railway Drive. Western Power Distribution (WPD) 4.11 WPD has HV and LV mains in Piper s Row but less extensive LV mains in Railway Drive. 4.12 WPD require diversions at three locations: In Piper s Row between Tower Street and Castle Street- diversion of HV and LV mains In Piper s Row between Berry Street and Fryer Street diversion of HV and LV mains In Railway Drive east of the canal bridge diversion of LV mains National Grid Gas 4.13 National Grid has an 150mm diameter medium pressure gas main on the eastern side of Piper s Row which is within the carriageway north of the bus station access and under the proposed southbound track alignment. This part of the main is likely to require diversion. Virgin Media 4.14 Virgin Media has cables in ducts in Piper s Row and has identified two locations where diversions are required: There is a duct running in the existing footway on the western side of Piper s Row where it is proposed to locate the northbound tram stop. This requires slewing into the new footway between the tram stop and NCP car park. Two associated chambers also require relocation. A duct crossing Piper s Row just north of Berry Street requires lowering as it is too shallow under the tram track Page 18 of 34
BskyB 4.15 BskyB has a duct crossing the mouth of Piper s row at its junction with Bilston Street which requires lowering as it is too shallow under the tram tracks. No other apparatus is identified. Vodafone 4.16 Vodafone has apparatus along the length of Piper s Row, though none in Railway Drive. Diversions are identified at the following locations: Ducts in the existing footway on the eastern corner of Piper s Row junction with Bilston Street require slewing due to the realigned kerb at this location A route in the western footway in Piper s Row adjacent to the NCP car park to be diverted as it would be under the new tram stop. A route on the eastern side of Piper s Row between Castle Street and Berry Street to be diverted as it would be under the southbound tram track. Next Stage 4.17 The strategy is to undertake the majority of the requisite diversion works before the commencement of the Metro infrastructure works. This has both a time and cost benefit to a project and significantly de-risks the scope since the act of undertaking the diversions gives greater certainty of ground conditions and provides contractors with a clear site. Best value will be obtained through the diversion of utilities by the utility companies own contractors. To ensure best value, optimum programme and appropriate stakeholder communications, Centro will actively co-ordinate and manage the utility companies programmes, in conjunction with Wolverhampton City Council pursuant to their statutory role as Traffic Manager and NRSWA co-ordinator. Page 19 of 34