REPORT OF THE STRATEGIC DIRECTOR OF DEVELOPMENT CITY CENTRE TUNNELLING STUDY

Transcription

1 WARDS AFFECTED LADYWOOD NECHELLS ASTON SEE APPENDIX NON KEY DECISION REPORT OF THE STRATEGIC DIRECTOR OF DEVELOPMENT 20 TH SEPTEMBER 2004 TO CABINET CITY CENTRE TUNNELLING STUDY 1. SUBJECT AND BRIEF SUMMARY OF PROPOSALS 1.1 As part of the report to Cabinet in April 2004, Members agreed to support in principle further development of metro routes in the Quinton, Eastside/Duddeston/Airport and Varsity North corridors in Birmingham. The further work included engineering work on alignments and investigation of tunnels for the City Centre. 1.2 This report seeks agreement to a brief and tendering arrangements on developing options for tunnel alignments in the City Centre including the impact on the overall business case. 2. RECOMMENDATIONS: That Cabinet 2.1 Agrees to the brief for the tunnelling study within the City Centre as set out in the Appendix to this report. 2.2 Agrees to the Cabinet Member for Transportation and Street Services accepting a tender up to a value of 150,000 to be funded as indicated at paragraph Authorises the Chief Legal Officer to enter into the necessary contract. 3. BACKGROUND 3.1 Members received a report on the output of economic, engineering and environmental studies conducted on behalf of the City Council and Centro at Cabinet on 13 th October A further report on the results of the consultation on the network of routes was considered at Cabinet on 19 th April This sets out the City s Transportation Strategy and Development Planning case for developing a network of light rail/rapid transit routes in Birmingham beyond Line 1 which currently terminates at Birmingham Snow Hill. An extension of Line 1 to Five Ways/Edgbaston has already been the subject of a Transport and Works Act Order application and the Inspector s report to the subsequent public inquiry is currently with the Secretary of State. Page 1 of 20

2 3.3. In the last report, it was said that it would be difficult to provide surface tramway routes in some parts of the City Centre without compromising other transport and environmental requirements. The network of streets is limited and pedestrian movements are high, therefore a high quality environment in the City Centre Is needed. It therefore recommended further work on options for the City Centre especially the use of tunnels for Metro be pursued. 3.4 A previous tunnel network for the City Centre has already been tested with the Parliamentary Powers obtained for Line 2 in tunnel from Nechells Parkway through to Five Ways beneath Corporation Street and a tunnel from Snow Hill to the Bull Ring. The powers were abandoned by Centro in 1999 following a Government indication that funding for such a network was unlikely. Therefore tunnelling is deemed to be practical but following further building foundation construction in the centre, a detailed study is required. 3.5 A brief of a study has been discussed with Centro (who are the likely responsible body for implementation). This is attached (Appendix) for consideration. The costs of tunnelling are higher than for surface running and operational costs are also higher with the need for signalling, ventilation to stations etc. and staffing. However, the cost differential is reducing through more efficient tunnelling methods. Therefore, the area of search for tunnelling should not extend much beyond the City Centre main core. It would need to interchange well with bus and rail and would need to serve the main retail, business and leisure points of demand. Links between different tunnels may be required for operational reasons as well as flexibility for ongoing maintenance. 3.6 Members will be well aware of the success of the London Underground network but this is not the only example of a network within this country. Newcastle, Glasgow and Liverpool all have metro / subway with populations much less than Birmingham. Below surface stations do not appear to deter usage as the patronage levels are 10 million or more per year. 3.7 The advantages of an underground network in the City Centre include faster journeys, more efficient operations and easier links to major interchanges. The disruption in the City Centre during and after construction would be much less and allows taxi s, servicing and bus routes to continue in the heart of the centre. 4. MATTERS FOR DECISION 4.1 To agree a study into tunnelling options for the City Centre for Metro Phase extension and future Phase II routes. 5. EVALUATION OF ALTERNATIVE OPTIONS 5.1 On-street running has already been considered as part of the previous engineering, economic and environmental studies and it is now necessary to consider options for underground running on one or more routes within the City Centre. Options would be reported back following the study. 5.2 Complete tunnelling of routes is deemed as undesirable on cost and amenity grounds (there is a reluctance for the public to use underground stations in relatively quiet areas). 6. CABINET MEMBER CONSULTATION 6.1 The Cabinet Members for Regeneration and Transportation and Street Services have been consulted in the preparation of this report. Page 2 of 20

3 7. WHAT CONSULTATION (if any) HAS TAKEN PLACE 7.1 A general question on people s preference for street running or tunnelling was included in the recent Metro brochures for the different routes which indicate most people supported surface running. However, the alternative options and where the tunnels go were not shown, nor station locations. Therefore, it is not considered to be a robust response. 8. WHAT REPRESENTATIONS (IF ANY) HAVE BEEN RECEIVED E.G. IN RESPONSE TO THE INCLUSION OF THIS DECISION IN THE FORWARD PLAN 8.1 Not Applicable 9. LEGAL POWERS AND IMPLICATIONS FOR RESOURCES (INCLUDE FINANCE, PEOPLE, PROPERTY AND IT CONSIDERATIONS) 9.1 The costs of the study can be funded from a combination of Transportation and Street Services Portfolio Revenue carry forward balances ( 0.100m) and additional support ( 0.050m) from Centro. Should the study lead to a capital project, it will be possible to subsequently capitalise these initial costs as part of the overall project costs. 9.2 The City Council s Officers will be contributing to the study and direct staff costs can be contained within your Portfolio revenue budgets. 9.3 The location for any station will need to identify how these can be served from City Centre streets and the impact on property will be taken into account in the study work. 9.4 The powers to construct an underground network would rely on the Transport and New Works Act 1992 which are available to public or private organisations. 9.5 Funding of the preferred option will be considered in Stage 3 of the study as part of deliverability elements. 10. IMPLICATIONS FOR POLICY PRIORITIES 10.1 The Birmingham Unitary Development Plan suggests a continued important role for the City Centre and growth of retail, leisure and business uses. This growth of the City Centre will add to the demand for increased transport use, putting pressure on existing pedestrian facilities including crossings. This will make it more difficult to accommodate a street running Metro without compromising access for buses and other traffic. 11. ARE THE RECOMMENDATIONS IN THIS REPORT CONSISTENT WITH ANY APPROVED "POLICY FRAMEWORK" PLAN OR STRATEGY/OR THE APPROVED BUDGET 11.1 The study will take into account the particular requirements of the recently published Regional Transport Strategy, the West Midlands Local Transport Plan and the City s Visions Transport Strategy and Centro s 20 Year Public Transport Strategy. 12. REASON FOR RECOMMENDATIONS Page 3 of 20

4 12.1 To inform Members of the proposed Terms of Reference for the Metro tunnel study and to seek agreement. 13. BACKGROUND DOCUMENTS 13.1 West Midlands Local Transport Plan Regional Planning Guidance RPG City Unitary Development Plan Centro s 20 Year Transport Strategy 13.5 Midland Metro Phase II Network Redevelopment - Public Consultation and Routes to be taken forward - report to Cabinet in April Proposals for Phase II Midland Metro Network Redevelopment - report to Cabinet 13 October 2003 Page 4 of 20

5 .. Councillor Len Gregory Cabinet Member for Transportation and Street Services.. David Pywell Strategic Director of Development.. David Bull Head of Transportation Strategy.. Peter Garghan Accountancy Services Manager Contact Officer: Chris Haynes, Policy Manager File Ref: BJ/6386/REPORT/17/10/2014 Page 5 of 20

6 Appendix MIDLAND METRO BIRMINGHAM CITY CENTRE TUNNEL OPTIONS BRIEF FOR FEASIBILITY STUDY Page 6 of 20

7 MIDLAND METRO BIRMINGHAM CITY CENTRE TUNNEL OPTIONS Brief for Feasibility Study 1. Introduction 1.1 Purpose of Study The objectives of the study are to establish the feasibility of tunnel option(s) for light rail for Birmingham City Centre including: Engineering alignments for tunnels/stations/portal locations Costs of construction and operation Impact on economics and the environment Implications for delivery and fundability Options for funding Implications for City Centre development Sensitivity tests will be needed to establish the impacts of different route options and combinations of surface running and tunnelling with links interconnecting or stopping short. 1.2 Current Situation Metro Line 1 currently runs from Platform 4 of Birmingham Snow Hill on a former rail formation to Wolverhampton. Two extensions are currently planned as Phase 1 of a phased expansion of the Midland Metro network. A route is proposed linking the existing Metro Line with Dudley and Brierley Hill (WBHE) with the second being the Birmingham City Centre Extension (BCCE) which runs on street from Snow Hill via Bull Street, Corporation Street, Stephenson Street, Pinfold Street, Paradise Street and Broad Street to Five Ways, Edgbaston. The BCCE has been promoted by Centro (West Midlands Passenger Transport Executive) in partnership with Birmingham City Council. A provisional funding approval was given for the BCCE and the WHBE as a package by the Department for Transport in December 2000 following which an application for a Transport and Works Act Order has been made and a Public Inquiry held. A number of further routes serving Birmingham City Centre via radial corridors have been the subject of public consultation following outline design of engineering, environmental and economic considerations. A number of route alternatives for linking these routes as a network in the City Centre have been considered. Work towards an Outline Business Case submission for this network is underway. 1.3 Previous Work Centro originally had plans to develop and construct a three-line Midland Metro network. Midland Metro Line 1 was planned to run from Wolverhampton to Birmingham City Centre whilst Line 2 was planned to run from Birmingham City Centre to the National Exhibition Centre and Birmingham International Airport, and Line 3 was planned to run from Wolverhampton to Walsall, Wednesbury, Dudley and Brierley Hill. Parliamentary Powers to build Midland Metro Line 1 were obtained through the Midland Metro Act This was followed by two further Acts in May 1992 which authorised Line 2 and Line 3. These plans also included an extension of Line 1 from Snow Hill to the Bull Ring in tunnel with a connection between the two routes underground at Page 7 of 20

8 2. Background Corporation Street/Bull Street. The tunnelling powers for Line 2 ran from Five Ways to Nechells Parkway. Due to the high cost of construction of both Lines 2 and 3 and the uncertainties over the availability of funding the powers were abandoned in 1999 and WMPTA decided that the expansion of the Midland Metro network should be carried out in an incremental manner. This approach led in 1995, to the Bite Sized Chunks Initiative. The purpose of this initiative was to identify those parts of the network for which a strong transport and economic case could be made at an early date and that would stand a realistic chance of securing Government funding. The Phase 1 extension proposals were generated from this work. 2.1 Planning Policies Regional Planning Guidance for the West Midlands RPG 11 (June 2004) At the Regional level, Regional Planning Guidance for the West Midlands (RPG11) seeks to promote economic growth within the region and to promote a sustainable pattern of development. It emphasises the need for high priority to be given towards enhancing the environment and improving accessibility of Birmingham City Centre. Policy T5 states that investment in high quality public transport systems building upon the existing Metro system in Birmingham, is a high priority. Birmingham Unitary Development Plan The Birmingham Unitary Development Plan (UDP) known as The Birmingham Plan, was adopted in 1993 and contains policies and proposals that guide development and the use of land up to The Birmingham Plan is currently under review and this is taking the form of alterations to the adopted Plan which will roll it forward to The review is now at an advanced stage with the City Council moving towards formal adoption of the plan since the receipt of the inspector s report in August Consequently, those Alterations that have not been subject to substantive objection carry considerable weight. The alterations were prepared in the context of the current Regional Planning Guidance for the West Midlands (RPG11) published in 1998, and of the Local Transport Plan for the West Midlands Metropolitan area, published in 2000 and subsequently updated in Although RPG11 was revised in 2004, the UDP Alterations process took account of the emerging RPG and are therefore broadly consistent with the revised guidance Throughout the preparation of the adopted UDP and the Alterations, Birmingham City Council s position has consistently been to support proposals for a Midland Metro network. The following sections explain how this has been addressed at each stage of the Development Plan process. The Birmingham Unitary Development Plan (UDP) The current UDP was adopted in 1993 following extensive consultation and a Public Inquiry and was prepared in the context of the former Strategic Planning Guidance for the West Midlands. As the review of the UDP is taking the form of alterations to the adopted Plan, the overriding strategy of the UDP remains largely unaltered Two of the key policy strands of the adopted UDP - the transport strategy and the encouragement of activity and improved accessibility within the City Centre - are of particular relevance to Metro. Page 8 of 20

9 2.1.7 Strategic transport policies are set out in Chapter 6 of the UDP (1993). Paragraph 6.17 states that the central purpose of the transport strategy is to support economic revitalisation and urban regeneration by providing good quality transport infrastructure. Paragraph 6.19 is a transport strategy statement which aims to promote a balanced package of transport infrastructure improvements including the construction of new light rail/light rapid transit lines in corridors not served by heavy rail, thereby improving both accessibility and regeneration in the inner city and City Centre Paragraphs include specific policies to enable the development of light rail/light rapid transit routes within the city. The routes referred to are consistent with the route network promoted by the West Midlands Joint Committee (WMJC) and the West Midlands Passenger Transport Authority (WMPTA) at the time the UDP was written. The following elements of the network were to pass through Birmingham: Birmingham Snow Hill to Wolverhampton (Line 1) Five Ways/City Centre/Birmingham Heartlands/NEC (Line 2) City Centre Link (an underground extension to Line 1 under Birmingham City Centre) The adopted UDP identifies the above mentioned routes as specific proposals (Proposals T8 and T12). It also supports and makes provision for all known and potential Midland Metro routes, and makes reference to them in the relevant Part 2 chapters which provide policy statements for each area within Birmingham. Para 6.34A (in the Deposit Draft) mentions that tunnel options in the City Centre may be a possibility The policy towards the City Centre is set out in Chapter 15. The proposed Metro will support the Plan s overriding aim of welcoming and encouraging activity within the City Centre, as specified in paragraph It will also, together with complementary design measures, help to improve the attractiveness and safety of the City Centre environment, thereby encouraging City Centre activity and supporting the thriving night-time economy The scheme is also consistent with the policies towards improving accessibility within the City Centre. For example, paragraph 15.7 seeks to protect and enhance existing public open spaces and make better use of existing streets and canalsides as pedestrian routes and also makes reference to principal pedestrian corridors as shown on the City Centre inset plan In addition, paragraph states that the creation of a more pedestrian friendly environment is a priority and that measures to enhance conditions for pedestrians will be examined The proposed Metro extension passes through the Colmore Row and Environs Conservation Area. Paragraph 3.23 of the adopted UDP states that the quality of existing buildings and townscape will be taken into account in considering proposals for new development. The City Council s Conservation Strategy, Adopted as Supplementary Planning Guidance 1999, contains more detail on the Council s approach to conserving and enhancing Birmingham s built heritage. It places conservation at the heart of the City Council policies for regeneration and highlights the opportunities provided by the historic environment to promote urban regeneration Paragraph 6.36 of the adopted UDP (1993) sets out the key principles that should be followed when new proposals come forward for light rail/light rapid transit routes. The main Alteration to this paragraph in the Deposit Draft Page 9 of 20

10 Alterations relates to the policy towards the sharing of light rail routes with new or existing pedestrian areas. The paragraph states that as light rail/light rapid transit proposals are brought forward, Birmingham City Council will ensure that: A Large scale demolition is not involved other than where there is a clear planning gain to the wider community; B Street running is provided where appropriate to help provide improved penetration of the light rail/light rapid transit system in key areas. This may include existing or new pedestrian areas. Appropriate mitigation measures will be taken where possible to alleviate any adverse environmental impacts particularly in sensitive areas; C Where necessary land required for light rail/light rapid transit will be protected from other development; D Compatible development adjacent to light rail/light rapid transit routes will be supported and that in appropriate circumstances, developers will be encouraged to contribute to the cost of light rail/light rapid transit construction. E Appropriate environmental impact statements are prepared to accompany them Paragraph 6.45 of the adopted UDP emphasises Birmingham City Council s commitment to improving the City Centre environment for pedestrians. The alteration to this paragraph emphasises that this can be achieved through expanding pedestrianisation, replacing subways with at-grade crossings and improved priorities and lighting It can be seen from the above that the policies set out in the adopted Birmingham UDP are supportive of Midland Metro and of measures that will improve accessibility within the City Centre. Birmingham Unitary Development Plan Alterations Consultation Draft The first review of the Birmingham Plan commenced with the publication of the Consultation Draft in April In the light of Centro s 20-Year Public Transport Strategy paragraphs of the Plan were amended removing references to the City Centre tunnel option with a street running alternative. References to the other lines including the old lines 2 and 3 were also deleted from this plan. Birmingham Unitary Development Plan Deposit Draft May The deposit draft further revised the text relating to paragraphs and, whilst supporting the route from Snow Hill to Five Ways, deleted the specific reference to street running albeit still shown as a surface route on the proposals plan Paragraph 6.34a refers to the other routes with a more general policy dealing with future lines that are under investigation, the Phase 2 Network, with tunnelling for some routes being considered as an option. However, paragraph 6.36 still includes the reference to street running being provided where appropriate such as new existing pedestrian areas subject to environmental mitigation The Deposit Draft Alterations (May 2001), and supplementary Second Deposit Changes (January 2002) retain the key strategic objectives and general policies that support integrated public transport and the promotion of light rail schemes. Page 10 of 20

11 The most relevant changes within the UDP Alterations therefore reflect key developments in transport policy since the original UDP was adopted in 1993, such as the abandonment of Metro Line Two, the City Council s Transport Strategy Visions (see Section 2.2 below), the current extension (which is a specific transport proposal, T45), and support for greater integration between different transport modes, including proposals aimed at improving interchange within the City Centre. The UDP Alterations also include new major mixed-use development proposals within the City Centre that will be served by transport improvements such as this scheme The UDP Alterations continue to support the development of a Midland Metro network and light rail/light rapid transit improvements have been highlighted in many parts of the Plan as proposed for Alteration. In particular, the Alteration to the transport strategy set out in paragraph 6.19 (Alteration 6/8) makes specific reference to investment in light rail/light rapid transit and includes a commitment where possible for greater integration of transport modes. The Plan is now being progressed for formal adoption Following the Public Local Inquiry, the Inspector has not recommended any modifications to the parts of the strategy referred to above, which may therefore be regarded as having very considerable weight. However, in order to reflect the current position in the City Centre, officers are considering the Alterations to see if any further modification is required. 2.2 Transportation Role Birmingham City Council is the largest local authority in the UK. It serves a population of more than three million who are within its travel to work area, nearly one million of whom live within its boundary Birmingham s role is as a regional capital, with consequent growth in areas such as business, financial and cultural services. The City now faces the challenges of the 21 st Century and is aware of how much it needs to change to keep pace with developments and services in other parts of Europe In June 2000 the City Council published its document Visions: A Transport Strategy for Birmingham (Visions). This document details the transport strategy to support the development and regeneration of a sustainable City, improve the environment, promote safety and choice and utilise the opportunities now available for real investment in public transport. It is a strategy which embraces the essential role of car travel today but recognises the need to shift some journeys away from the car, providing satisfactory alternatives exist Visions outlines the transport strategy that the City Council wishes to pursue for 20 years and includes a 5-Year Plan of Action. The strategy was published following wide consultation, is monitored and its key elements have been incorporated in the Council s Unitary Development Plan Second Deposit The document quotes the City Council s Transport Strategy (page 2) as being designed to: promote economic activity and vitality and reduce social exclusion; play its part in improving environmental quality; improve accessibility for all forms of transport and to provide a wider choice of quality transport modes; maintain good accessibility for all, both to and within the city; provide a quality service in all aspects of transport delivery; Page 11 of 20

12 improve personal safety and security; improve accessibility for vulnerable groups in the community; promote the efficient use of scarce resources The Visions document (page 49) includes Policy 33 which states: The City Council will encourage the future development of a Midland Metro network where this is appropriate and deliverable Visions includes the following additional Policies which are relevant to Metro. Policy 8 (page 31)): When considering transport projects the City Council will take account of their effect on efficiency, operation and the environment. Policy 16 (page 41): The City Council will promote the provision of safe, peoplefriendly streets. Policy 23 (page 45): The City Council will work with all relevant parties to improve the quality of the local transport system. Policy 25 (page 46): The City Council will continue to support the provision of transport services to meet specific needs. Policy 26 (page 47): The City Council will encourage and support the development of improved public transport interchange and terminal facilities to serve the City Centre The West Midlands Area Multi-Modal Study (WMAMMS) published in 2001 took its objective from the desire of the West Midlands Regional Forum of Local Authorities (page 1) to create a safe, modern, efficient and cohesive network of integrated transport facilities and services throughout the Study Area which serves the accessibility and mobility needs of both individuals and the business community in an environmentally friendly manner The proposed Metro network is an important part of the Recommended Modal Schemes and Measures that the WMAMMS anticipates will be in place by The City Council has contributed to the West Midlands Local Transport Plan 2003 Moving with the Times (LTP) together with the West Midlands Passenger Authority and the six other local authorities within the West Midlands Metropolitan Area. The LTP is a statutory plan required by the Transport Act 2000 and the current edition was published in July 2003 having been approved by the City Council in April The Plan forms the combined authorities bid to Government for resources for local transport for the seven years following a wide consultation process Midland Metro is a top priority in the LTP (page 52): A key part of the objective of providing a quality alternative to the car is the development of a comprehensive Metro Network Appendix 13 of the LTP Light Rail Strategy, sets out the importance of Midland Metro playing a key role in economic revitalisation, social inclusion and accessibility, sustainable travel patterns, safety and health and also integration. Paragraph 13.6 refers to the first steps to include a street running 3km extension linking Metro Line 1 at Snow Hill to Edgbaston. Paragraph onwards deals with the work carried out to date on the Phase 1 and Phase 2 Extensions. Page 12 of 20

13 Centro s 20 Year Transport Strategy Centro adopted its 20 Year Strategy in This publishes a strategic public transport network for the West Midlands known as Network West Midlands. This proposes a Metro network as part of the public transport solution, particularly where forecast demand is greater than 2,000 passengers per hour in the morning peak period. 2.3 City Centre Developments Birmingham has ambitions to be a vibrant and successful City in a national, European and global context. The route mapped out for the expansion of the City Centre during the late 1980 s Highbury conference is being achieved. The City Centre has emerged as a major focus for employment growth. Huge investment has taken place in commercial development and more recently, in residential and retail development. The City is a key driver for the West Midlands economy If the City s aspirations are to be fully realised and the growth is to continue, it is essential that the transport systems will properly support those ambitions. Providing a modern and effective public transport system into and around the City Centre is essential if we are to create an attractive place for investment. The current strategy focuses on urban design quality and accessibility with a business planning aim to emphasise high level activities and to create an image of Birmingham as a European regional capital, competing on an increasingly international stage Within the City Centre there is a significant amount of commercial, retail and residential development in the pipeline over the next ten years. There are several key sites; Snow Hill, Arena Central, Masshouse, Martineau Galleries etc. which will come on stream during that period. The nature and route of the Metro will be crucial to the success of those schemes. At a micro level developers will be keen to secure access to Metro stops as close as possible to their development The Metro network would form part of an overall strategy to reduce traffic in the City Centre. This will improve public transport services, improve accessibility and enhance the pedestrian environment both in terms of safety and amenity. It will also improve access to important locations across the City Centre, including sites where major mixed-use development is proposed in the Deposit Draft Alterations. New Street Station redevelopment is currently being planned The Metro can help support and enhance the continued success of Birmingham as a Regional Shopping Centre, by helping to link important shopping developments such as the recently opened BullRing Shopping Centre and Martineau Galleries, with the rest of the core shopping area. Phase 1 of the Martineau Galleries scheme (Martineau Place) is now complete. Phase 2 is currently being revised by the Birmingham Alliance and is likely to involve further retail, commercial, leisure and residential development. Further commercial developments for office, leisure and mixed use are planned for most parts of the City Centre with expanded employment figures of 10,000 or greater Metro can also facilitate access to some of the recent residential developments in the City Centre, thereby supporting the City Living Policy set out in paragraph 15.9 of the Deposit Draft Alterations. This refers to the importance of residential development in the City Core in bringing life back to the City outside normal shop and office hours A further development proposal adjacent to the City extension route is for a mixed-use development on land formerly owned by Railtrack Property adjacent to Snow Hill Station. This development accommodates the proposed route alignment and future provision for a stop on the Metro extension. Outline Planning permission has not been granted due to the outstanding requirement for a Section 106 agreement to be signed. Page 13 of 20

14 2.3.8 The Eastside of the City Centre is the focus of major regeneration. The City Centre has physically grown into the surrounding quarters as the Queensway has been remodelled and new activities introduced. This strategy is continuing and the focus of current activity is set firmly upon the Eastside of the City Centre and the former Masshouse Circus area in particular Recent developments within the Eastside area have included Millennium Point and the new BullRing. The future focus of developments is likely to make Eastside a focus of learning and technology with colleges and Aston University as well as the possible new Library of Birmingham and the Technology Park. Other developments will include mixed-use projects combining residential and commercial activity and a new City Centre Park Particular attention needs to be given to how the Metro is integrated within the cluster of 3 new major developments in the former Masshouse Circus area. The vehicular movements for the developments have to be integrated with considerable bus movements on the Bus Mall on Moor Street and Priory Street and pedestrian movements across the road between the City Centre core and Eastside A shared vision for design and transportation within Eastside has been developed, governed by the key principles of a sustainable high quality environment and Metro is seen as a key component of transport provision for Eastside, e.g. the proposed link to Duddeston. This is set out in the draft Eastside Design and Movement Framework. 3. Familiarisation/Information Previous Work 3.1 The previous tunnelling work will be a starting point for the Study. The most important work will be that done for the Parliamentary Powers. However, there have been other consultants studies including Steer Davies Gleave (for High Volume Corridors Study, 2000), Mott Macdonald (for protected Cross City Line tunnel under New Street, 2002) and De Leu Chadwick (Rapid Transit Study, 1971). Current Work 3.2 Centro s consultants WS Atkins (on engineering and economics), and Scott Wilson (on environment) have undertaken extensive network development on the high volume corridors (Phase 2 extensions). Detailed design for Line 1 Extension is at an advanced stage. Mapping and Land Use 3.3 On appointment of the Consultant, electronic copies of the current TWA Order plans, design drawings, including the alignment design, and mapping information for the City Centre will be made available to the Consultant. The Consultant will review this information in order to ensure adequate familiarity with the current proposals, the geography of the City Centre, current land use and key land use proposals within the affected areas of the City Centre. The Consultant will work with the Council s nominee in reviewing this work. Geology 3.4 The Consultant will collect such further information on the geology and hydrology beneath the City Centre as may be relevant to the study. Such information should be Page 14 of 20

15 obtained from the British Geological Society, Coal Board records and from the City Council. The Consultant should restrict his search for geological data to that likely to be available within the timeframe for the study. The Consultant s study report should highlight any uncertainties in the overall conclusions or cost estimates caused by inadequate geological information being available in time. Sub surface engineering constraints 3.5 The Consultant should obtain such further information on subsurface constraints as may be relevant including that held by the City Council Archaeologist. The Consultant should liaise with the City Council for such information. This information should include location/extent of piled foundations, other tunnelled infrastructure (Mainline Rail tunnels, canal tunnels etc), surface structures that may be sensitive to tunnel construction or operation (structures sensitive to settlement such as cast iron structures, structures sensitive to operational impacts such as telecom installations etc). The final report should highlight any uncertainties in the overall conclusions or cost estimates resulting from inadequate information. Where appropriate the Consultant should make suitable assumptions concerning subsurface obstructions (eg making conclusions about likely piled foundations on the basis of the height of a building). Such assumptions should be noted in the Consultant s final report. Further searches for relevant information should be restricted to such information as may be obtainable within the timeframe for the study. 4. Technical Approach 4.1 A 3-stage approach is suggested: 1) Stage 1 would include a review of previous underground and current street running proposals, constraints and technical specification to agree an optional specification and approximate alignments/station accesses for a north-south and east-west tunnels. This would highlight key issues and options to be addressed at the second stage including extent of tunnels and portal locations. A Stage 1 report would be required. 2) Stage 2 would address the key issues and develop outline plans and sections, costs, impacts on the environment and operations for the options developed and implications for the City Centre. This should be carried out in line with the DETR 2000 Guidance on the Methodology for Multi-Modal Studies Volumes 1 and 2. In particular all tunnel options should be presented in line with DfT Transport Analysis Guidance April 2004 and in the format of Appraisal Summary Tables. A short listed option for part/full tunnelling will be the subject of the Stage 2 report. 3) Stage 3 would consider the impact on deliverability and potential funding by reviewing the economic case for the shortlisted options, undertaking sensitivity tests, a consideration of how such a project might be procured and prospects for future exploitation of tunnel routes for extensions/additional routes. Separate prices with appropriate expertise will be required for each of the stages. Page 15 of 20

16 Design 4.2 The Consultant shall prepare outline designs for the underground options of the Metro system, which meet the following criteria: Meet the overall transport objectives of the sponsors. Agree target parameters for tunnel, station and alignment specification including use of appropriate rolling stock. Provide stations at the appropriate locations including taking into account proposed developments - with exits at the surface which meet BCC transport planning requirements and which tie in with key property developments in place or proposed. Tie in to the existing Metro and proposed Phase 1 and 2 extensions and surface link via suitable portal locations with minimum impact on the surface infrastructure/topography. Minimise permanent land take as far as practical. Are compatible with the underground constraints identified above and are appropriate for the relevant geological conditions. Are compliant with current legislation regarding the design and operation of sub-surface railway systems Comply with current requirements relating to tunnel and station fire and emergency ventilation and evacuation, and in particular identify as appropriate locations for intermediate ventilation and escape shafts. 4.3 Any Metro system should be constructed in a manner which does not preclude future lengthening of the Metro vehicles. The Consultant should incorporate such a requirement within the basic design of the Metro, or if this is likely to lead to high additional costs, to advise on the likely cost impact of implementing such a requirement at a future date. 4.4 The Consultant shall identify land required permanently for the construction of the different options. The Consultant shall also identify probable requirements for temporary land occupation required for construction of the system. 4.5 The Consultant shall identify principal environmental impacts arising from the construction and operation of the extensions. These should include where relevant: Impact on townscape and existing buildings Impacts arising from spoil disposal from tunnelling Any ground settlement impacts on buildings above Impacts on utilities, including major utility diversions (information on utilities will be provided by Centro) Impact on historic environment, archaeological remains and historic buildings Other impacts, such as ground borne noise and vibration and EMI which may affect properties above Traffic impacts during and after construction including pedestrian movement/accessibility/connectivity In all the above cases, the impacts need not be quantified, but the Consultant should present a view as to whether the impacts are likely to be significant in terms of cost of mitigation or likely objection to the proposals. 4.6 The Consultant shall propose an approach to the construction programme commencing with the appointment of a design and build contractor during Stage 2 of the study. Page 16 of 20

17 Operation 4.7 The Consultant shall identify any particular operational requirements arising from the construction of the Metro as an underground system. These will relate for example to the signalling and ventilation requirements of an underground railway system. 4.8 The Consultant shall provide a view on the rolling stock requirements for the underground system, taking into account the improved speeds and reliability available from a segregated system. 4.9 The Consultant shall prepare a cost estimate for the construction of the extensions as identified in appendix A. Separate costs should be prepared for the North-South route and the East-West route. 5. Costs 5.1 The costs should comprise the following elements Civil Engineering Construction costs including all on-costs and an appropriate contingency Mechanical and Electrical costs, including ventilation systems, escalators, lifts, and similar Metro systems, including trackwork, signalling, ticketing, etc. The basis for these costs can be provided by Centro. Stations - provision for demand Implementation costs these costs relate to the preparation of further designs, the subsequent promotion of the scheme, the likely management cost, the costs of letting a concession type contract and other related costs prior to letting a design/construct contract. Land costs cost of acquisition of permanent and temporary land easement or building impact and archaeological costs. These will be determined in consultation with BCC officers. Mitigation costs cost of any mitigation measures required to alleviate any adverse environmental impacts, particularly in sensitive areas. The level of accuracy of the costs should be appropriate for this type of study. The Consultant should state the likely confidence level of the costs for different elements. Operational Costs 5.2 The Consultant shall provide a view as to the likely annual operational costs of the underground Metro. This view shall relate to the cost of operation of a surface system as provided by Centro. The Consultant shall provide advice relating to the additional costs arising from underground operation, including staffing costs arising from the requirements for permanent staffing of the stations, and operational costs of lifts for mobility impaired persons, escalators, electricity, signalling etc. 6. Opportunities for Funding 6.1 The Consultant shall provide a separate paper on funding options available. The normal method of funding light rail schemes is through Section 56 of the Transport Act 1968 together with contributions from the operator (through the Concession Deed) and Page 17 of 20

18 developer contributions through Section 106 of the Town and Country Planning Act (1990). However, alternatives such as Public / Private Partnerships, regeneration and European funding, and the potential to get developers whose sites will benefit to contribute, should be explored. 7. Impact on Economics/Environment 7.1 The Consultant shall provide appropriate expertise to review and update the economic and environmental analysis work carried out by previous consultants for Metro development in the City Centre. 7.2 This work shall take into account the City Council s Archaeology and Urban Design Strategies and the DfT requirements. 7.3 The work will need to comply with the requirement of the Department for Transport for assessing major public transport projects. 8. Outputs 8.1 A scoping report will be prepared initially on the extent of each stage to ensure an agreed understanding of the study. This will be provided within one month of commissioning. 8.2 Provisional engineering alignment plans with possible station locations should be an output of Stage 1. Plans will have issues annotated to be addressed in Stage 2. At the conclusion of Stage 2 of the study the Consultant shall provide a report covering the following as relevant: Engineering review, summarising the principle findings, including a brief description of the geology, construction methodology, constraints on the alignment, a description of the preferred alignments, the impact on future extendibility of trams and a brief outline of the possible alignment options. Alignment drawings, probably at 1:1250 scale, showing the horizontal and vertical alignments of the extensions. Station layout drawings, vent/shaft layouts at appropriate level of detail showing the arrangement of each station and preferred access positions to enable costs to be provided Drawings of Permanent/Temporary Land take requirements at 1:1250 scale Principal construction impacts (building settlement, road closures, depot servicing etc.) Construction programme, showing principal activities only Construction cost of tunnelling and street running elements Land acquisition costs Commentary on the implications of the phased expansion of the network and the deliverables Environmental assessment summary of the options Page 18 of 20

19 At Stage 3: Impact of costs on cost/benefit for the differing tunnelling options for each business case including profitability of operations View on deliverability of the project(s) including raising finance, opportunity for grant aid, procurement strategy and a separate paper on funding options (as set out in 6.1) View on the requirement for comparison with a low cost alternative. e.g. guided bus or equivalent. 8.3 The tenderers are to indicate the degree of accuracy for alignments and costs/benefits, and what survey or other information will be provided. 9. Programme 9.1 The programme for the work shall be indicated by the tenderer for each stage. Scoping report after appointment of Consultant - within 4 weeks. Submission of Stage I Report Submission of Stage 2 Report Submission of Stage 3 Report Submission of Final Report 20 copies of each report will be required. It is likely that the duration of the study will be between four and six months. 10. Staffing 10.1 The Consultant shall nominate a project manager. The sponsors wish to ensure that one individual with appropriate experience, and the execution of high level conceptual design studies is responsible for the performance of this commission A steering group will be set up by the Client and monthly meetings should be assumed. 11. Terms of Appointment 11.1 These are the standard form of City Council contract and standard terms 12. Information to be Provided by Consultant 12.1 The Consultant shall provide the following minimum information with their tenders: A lump sum price for the commission, broken down into each stage. A schedule of hourly rates for all staff engaged in the project. Details of the person nominated as the project manager including information on similar projects previously undertaken, with particular emphasis on experience of subsurface rail projects, conceptual design, familiarity with current legislation relating to sub surface railways and commitment that the nominated person will be engaged on the appointment for its duration. Page 19 of 20

20 The organisation and management structure for the project, including the proposed location of the team. Details of experience in design of subsurface railway / Metro systems including tunnelling and underground construction techniques in both hard and soft ground. Knowledge of the impacts of tunnelling (e.g. vibration and settlement impacts) on surface and sub surface structures. Evidence of experience in carrying out estimating costs to the level of detail required by the brief. Experience of economic and environmental evaluations (experienced sub consultants for these elements would be acceptable) Consultants should provide with their tenders details of previous studies carried out in the last five years of a similar nature and scale to this study Consultants should provide brief CVs (no more than 1 page) of key personnel who will undertake the study, with particular reference to their experience in working on conceptual studies for sub surface rail systems in the UK. Tenders should also include a commitment that the nominated personnel will be engaged full time on the study. APPENDICES Appendix A TWA Plans for surface Metro system Appendix B EIA for Surface route Appendix C Information on earlier tunnelled Metro option Appendix D Current Metro Alignment design requirements Appendix E Major Developments in City Centre Page 20 of 20