Pedals

Presentation on the “RoSChet” foot-cycle bridge proposals to meeting in Leicester on 25 January 2026:-

Pedals Proposal for the “RoSChet” Foot-Cycle Bridge over the River Trent connecting the former Ratcliffe-on-Soar Power Station and Chetwynd Barracks-Toton Regeneration Sites:

Supplementary Report by Hugh McClintock on the potential for integration with possible NET Extension Proposals, June 2025

Introduction:

Pedals experience since 2000 in campaigning for integration of cycling with plans for the development of the NET (Nottingham Express Transit) in the Greater Nottingham area, with reference to NET Line One (Nottingham Station to Hucknall) and NET Lines Two and Three (Toton and Clifton extension routes)

Map of the NET (Nottingham Express Transit) Network showing Line One, opened in 2004, and the two extension lines, to Chilwell / Toton and Clifton, opened in 2015

From the outset of planning for the development of a tram network for the Greater Nottingham area, led by Nottingham Development Enterprise and Nottingham City Council, in 2000, Pedals took a keen interest in the proposals with a view to ensuring that the details of the layout of the new lines, including crossing points, were designed carefully to maximise the benefit for cyclists and to minimise the potential risk  in terms of cyclists slipping on tram tracks, especially in wet and icy weather. As well as seeking to ensure that the layout of path and road crossing points could enable cyclists to cross at a safe angle, i.e. a right angle or as close to a right angle as possible, we made proposals for a series of cycle lanes or, preferably, segregated new cycle paths, or shared paths, alongside the new tram routes.

It often proved difficult to ensure continuous safe provision, because of the lack of space for good standard provision, or for other local reasons, especially on the original NET line, but we had more success in doing this with the two extension routes, to Toton and Clifton.

Tramside shared path alongside the Clifton NET extension route, opened in 2015: looking south past Wilford towards the Wilford Lane tram stop and Compton Acres (West Bridgford) etc

 

Tramside shared path alongside the Clifton NET extension route, opened in 2015: looking north past the Compton Acres tram stop towards Wilford Lane,

 

Shared path along the NET extension route to Chilwell and Toton, opened in 2015, and including the tram stop at the west (Beeston) end of University Boulevard: looking east

 

Shared path along the NET extension route to Chilwell and Toton, opened in 2015, showing the west end of the path in the vicinity of the Toton Lane terminus

In the case of the extension to Chilwell and Toton, also opened in 2025, getting continuous segregated provision alongside the new tram route proved that much more difficult, especially on the more constrained Beeston High Road and Chilwell Road area. However, this did proved considerably easier to achieve in the case of the rest of the Toton Route, between Cator Lane and the Terminus off the A52 and the B6003 (Stapleford Lane), Toton.

In the case of the provision implemented as part of both the Clifton and Toton route extensions there are links to other local routes, and these are generally well-signed. In the case of the Toton route this includes links to the nearby Nottinghamshire arm of the Erewash Valley Trail, a 48km leisure route that runs in both Nottinghamshire and Derbyshire between Trent Lock and Langley Mill canal basin where the Erewash Canal joins the Cromford Canal.

To complement the facilities for cyclists implemented in all 3 NET lines guidance on how to cope with tram tracks and minimise risks for cyclists was produced by the NET with the involvement of Pedals. The original leaflet, and NET website advice, prepared for Line One in 2004, was updated for the two extension lines opening in 2015 and for those new lines a video was produced, involving Ridewise, to give further help to cyclists in coping positively with the new tram layouts. In both cases we learnt extensively from the experience of previous new tram lines opening elsewhere in the UK, especially Sheffield and Croydon. We also liaised with the similar safety efforts being made in Edinburgh in the planning of their first tram line which opened a little later than NET Line One.

Safe crossings of the tram track, to encourage cyclists to cross at a right angle, or as close as possible to a right angle, are also important to minimise risks for cyclists in the vicinity of tram tracks, as in this example on the Clifton NET route, Nottingham. In the background is a shared path junction with the tramside path past Silverdale going to the right towards Compton Acres, West Bridgford and the ‘Black path’ towards the Silverdale Estate, Wilford, forking to the left. This connects to the rest of the Southern Cycle Corridor (Route N1) through Clifton towards the City boundary with Rushcliffe Borough and the major new housing development at Fairham Pastures, on which work started in 2021, and which is including a series of shared paths.
Note that the use of barriers on cycle paths and shared paths has, since the opening of the NET extension in 2015, been discouraged by the DfT, as made clear in their most recent Cycle Infrastructure Design Guidance, Local Transport Note 120.

Safety advice leaflet produced in 2015 by the NET, with support from Pedals, to give advice on riding safely near tram lines, a revised version of the leaflet produced jointly at the time of the opening of Line One in 2004.

Although accidents involving cyclists and trams, often the result of drivers not giving enough space for cyclists to make necessary unusual manoeuvres in the vicinity of tram tracks in areas of limited space, have unfortunately occurred, especially in the early period after opening of the three lines, the overall experience of most local experiences has been positive, especially in terms of the new facilities along the routes.

We are therefore very keen to repeat this broadly positive experience in the detailed planning of any further extensions, to the Chetwynd Barracks (Toton) and Gedling, emphasising the crucial importance of the likely impact on cyclists being considered as an integral part of the detailed planning, not just as an afterthought.

Map showing the Regional Context for the Toton and Chetwynd Barracks and (former) Ratcliffe-on-Soar Power Station Major Regeneration sites

Possible combinations of Active Travel and Tram routes in relation to the proposed “RoSChet” bridge

The idea of a new bridge across the Trent for a tram in this area was mentioned in 2020 in the report by Midland Connect “Access to Toton, the HS2 East Midlands Hub” at a time when the whole of the Easter Leg of HS2, to Leeds, was still proposed.  This was shown as a dotted line in the map (p12) at https://www.midlandsconnect.uk/media/1706/final-access-to-toton-report.pdf — It also included this reference in the text (p12):-

 “Scheme 1: Light Rail: The extension of the Nottingham tram system (Nottingham Express Transit or NET light rail system) from the Toton Lane Park and Ride site to Long Eaton via two new stops at the planned Innovation Campus development and HS2 East Midlands Hub station. These connections will support the creation of new, high-value jobs at the Innovation Campus site, allowing local benefits to be realised earlier.”

 

Former Ratcliffe-on-Soar Power Station Regeneration site

Paragraph 2.7 “Tram Network and Services” of the 2002 Arup / Rushcliffe Borough Council Local Development Order for the Ratcliffe on Soar Power Station Site Transport Appraisal, refers to a possible extension of the Clifton NET route, through the major Fairham Pastures housing development to the south-west of Clifton and south of the A453, and the possibility of this being extended in the future towards the Power Station site, East Midlands Parkway Station and East Midlands Airport, etc, but shows no proposed alignment.

It went on to say that “Discussions have been held with the Nottingham City Council NET Team to understand future aspirations for the network, and these are summarised below:

• The A453 Corridor has not been looked at in much detail as a potential NET route.
• The extension of the NET line to Fairham Pastures has been put on hold

 

• East Midlands Parkway Station is not, even with the HS2 proposals, a particularly attractive location for a NET extension, due to the rail line offering a quicker route to Nottingham City Centre and the route having to cross rural areas with no passenger catchments

 

• A fixed link between East Midlands Parkway Station and the airport may have some merit, due to land allocations west of the airport; and
• NCC will not be looking at new NET routes in the near future but would like NET to be part of the new updated growth strategy being undertaken by the East Midlands Development Company.”

Since this report was compiled, several circumstances have changed including the abandonment of any proposals to extend the HS2 Route to East Midlands Parkway, and the start of work on the Fairham Pastures major housing development which includes land reserved for an extension of the Clifton NET Route. If funding were available this would seem the best logical route for extending the NET to the Regenerated Power Station site and could, like other section of the previous NET extensions, could be designed with cycle facilities, e.g. a segregated cycle path or shared path alongside, with details to reflect the current DfT Cycle Infrastructure Guidance in Local Transport Note 1/20.

Also very relevant is the 2024 Transport Mitigation Report for the Ratcliffe-on-Soar Redevelopment, produced by Integrated Transport Planning Ltd. for Uniper. The list in Table 4-1 of Required Transport Mitigation Measures included (on page 13) 11. Cycle and footway improvements on site for improved access across the Site and to East Midlands Parkway Station and (on page 14) a proposal for the development of pedestrian routes within the Northern Area show indicatively on the Access and Circulation Drawing submitted in the LDO, as well as a Cycle Route in the Southern Area connecting the eastern and western access and via he existing private road beneath the A453, the Northern Area. It went on to mention “Improvements to the cycle/pedestrian access from EMP.” However, it did not include any NET extension plans in the list of proposed Mitigation Measures,

Toton and Chetwynd Barracks Regeneration site

As regards the Toton and Chetwynd Barracks Regeneration site the 2023 Broxtowe Borough Council Toton and Chetwynd Barracks Strategic Masterplan Supplementary Planning Document, in paragraph 1.22 of the section headed ‘A Well-Connected” location, stated that “…It is served by the Nottingham Express Transit (NET) tramway and park and ride facility (which could be extended to the west) …

It went on to say that “The potential extension of the tramway and new railway station would further enhance this connectivity with the potential for services both north along the Midland Main Line and south to East Midlands Parkway Station and onwards to London”. However, no definite route was shown for a possible further NET extension towards the Toton and Chetwynd Barracks Regeneration site though Figure 4 (on page 12) did shown a potential extension to the formerly proposed HS2 East Midlands Hub Station at Toton. Paragraph 3.59 (page 50) also referred to this possibility and said that such an extension could carry on towards Long Eaton town centre.” It also said that “the NET extension, new bus terminus and taxi ranks would complement the railway station, forming key elements of a vibrant interchange.”

Paragraph 3.60 mentioned that “It is recognised that gradients throughout Chetwynd Barracks, in particular, may present a barrier for frequent cycling for some. For example, there is an approximately 36 metre level difference between Swiney Way and Vaughan Road. In such instances the Department for Transport Cycle Infrastructure Design Guidance (LTN 1/20) advise that:

• Steep gradients should be avoided where possible, with alternative routes balanced against directness
• On steeper uphill gradients, cyclists will require more space and separation from faster vehicles”.

This advice is directly relevant to the detailed design of any combination of tram route and cycle path in this area, it should be noted, including routes to and from the proposed “RoSChet” foot-cycle bridge, the current NET Terminus off Stapleford Lane, and any (reduced scale) Toton Station.

As the HS2 Station at Toton was still a realistic proposal at the time of the compilation of this report, it also included, in the section headed “Policy 3.1: Chetwynd Barracks, on page 85 (section a) a reference which would appear now to be redundant to a Part 2 Local Plan Requirement for “Tram extension to HS2 Station which should be designed to facilitate its further extension over the HS2 Station….it should be designed in such a way to allow for its potential extension to Long Eaton, Derby and East Midlands Airport.”

If, despite the cancellation of all plans for the HS2 Eastern Leg, there is still a possibility of implementing an extension to Long Eaton and East Midlands Airport, a potential detailed alignment could possibly be combined with the new foot-cycle bridge, it would seem, especially if detailed investigation of route options shows that some repurposing of the tunnel through Red Hill between the Trent and the Ratcliffe on Soar Power Station site is viable, to accommodate both trams and cyclists. Again, it is very important in investigating any extension of the NET south of Toton towards both Regeneration Sites to consider carefully how these might be combined with good coherent Active Travel routes, with links to many other local walking and cycling routes. The map below, an extract from the 2024 edition of the Nottingham Cycle Map, produced by Nottingham City Council, shows current cycle routes in the Toton-Attenborough area.

Extract from the Nottingham Cycle Map showing cycle routes in the Toton-Attenborough area (Nottingham City Council: 2024 edition)

 

A much more recent relevant report is the March 2025 Publication Draft Greater Nottingham Strategic Plan which, in its section on “Policy 15: Transport Infrastructure Priorities” (page 128) mentions both NET extensions, Toton and Clifton to Fairham Pastures under “Public Transport Improvements”.

However, on page 131, these, along with other possible NET extensions are listed as having “No committed funding”. This list includes: –

• NET extension Gamston Spur, EMCCA Draft LTP, no current funding
• NET extension from current Toton terminus to possible new station, together with a Park and Ride facility, EMCCA Draft LTP, no current funding
• NET extension Clifton to Fairham Pastures, EMCCA Draft LTP, no current funding
• NET extension to Kimberley, initial route feasibility, no current

Later on in the report is a reference to the development requirements of the main Strategic Sites, including the Toton-Chetwynd Barracks and former Ratcliffe on Soar Power Station sites.

For the Toton-Chetwynd Barracks site, on page 165 (Policy 21) it says that “Development must be in general conformity with the Toton and Chetwynd Barracks Strategic Masterplan Supplementary Planning Document (SPD) and include:” The Transport section (D) of this list mentions: –

9. A road from the A52 east of Bardills Roundabout to Chetwynd Barracks, to which all development must contribute.10. A west-facing junction from the A52 near Bessell Lane into the site, to which all development must contribute; Provision to extend the tramway to a new park and ride of around five hectares near Bessell Lane, which development at Toton (North & South) must facilitate.11. Provision for cycle, road, tram and rail connections to the park and ride, which development at Toton (North & South) must facilitate.
10. Road layouts that allow the extension or creation of viable bus routes.

Provision to extend the tramway to a new park and ride of around five hectares near Bessell Lane, which development at Toton (North & South) must facilitate. 11. Provision for cycle, road, tram and rail connections to the park and ride, which development at Toton (North & South) must facilitate.

12. Road layouts that allow the extension or creation of viable bus routes.
13. Attractive and convenient walking and cycling routes through the site.
14. Walking and cycling routes which follow green or blue infrastructure corridors where possible. They should be surfaced, rarely steeper than 1 in 20, never more than 1 in 12 and link housing and employment to the railway station site, tram and bus stops, local centres, community facilities, open spaces and existing public rights of way

For the Ratcliffe on Soar Former Power Station Strategic Allocation Site (Policy 32), (page 234) it lists various Development Requirements including these for Transport (page 235), but this list does not include any reference to a possible NET extension to serve the site: –

10. Transportation
    10. Improvements to road infrastructure necessary to mitigate adverse traffic impacts and serve the new development, including improvements to the A453 and likely improvements to Junction 24 of the M1 and local roads.
11. Provision of appropriate walking and cycling facilities and public transport links through and beyond the site.
12. Retention and use of the site’s existing freight rail line and associated service / loading yards.
13. Provision of direct pedestrian access from the site to East Midlands Parkway Station.
14. Implementation of a Sustainable Transport Strategy, a Site Wide Travel Plan and Plot Specific Travel Plans.

 

Conclusion

The ambitious plans for both the former Ratcliffe-on-Soar Power Station and Chetwynd Barracks-Toton major regeneration sites would seem to offer very good potential for included extended links to the Greater Nottingham Tram Network (NET), particularly an extension of the Clifton NET route in the former case and an extension of the Chilwell-Toton Lane route in the latter, as well as for new and much improved Active Travel routes from various directions, for both commuting / utility and leisure purposes.

The recent DfT announcement (4 June 2025) of new funding for major public transport projects in all the Combined Authority areas, including, in the East Midlands, much improved connections between Derby and Nottingham, makes it all the more important to consider possible interactions between such further NET extensions and the promotion of Active Travel.

Whether or not a further extension of the Chilwell-Toton Lane NET route across the Trent to serve the former Power Station site from the north of the river, via the Chetwynd Barracks-Toton site, in combination with the proposed bridge, is also viable, may depend in part on whether or not the proposed new station and Toton is built, with direct links to and from East Midlands Parkway Station as well as other destinations, as well as which of the various options for siting the new bridge and its main connections proves most viable.

The most important point is that the potential for such extended  NET links, and new and improved Active Travel routes, is considered as an integral parts of the plans for both major sites and their surroundings, and perhaps planned in detail via a “LCWIP” for the area, following on the from the proposed new EMCCA Local Transport Plan, as well as the earlier D2N2 Area LCEWIP, where the proposal for a new foot-cycle bridge in the vicinity of the Midland Main Line bridge was first proposed by Pedals.

Pedals, together with the Derby Cycling Group, would very much welcome the opportunity to be involved in detailed further discussions about the various options including connecting links and we know that local Ramblers Groups, such as Nottinghamshire Ramblers, who also support the project, are also keen to be involved in such discussions.

 

Appendix: Examples of Tram Bridges including Active Travel provision

• Wilford Toll Bridge, Clifton NET Route, Nottingham, with shared path alongside tram tracks

This former toll bridge, which was closed to motor vehicles in 1979, was rebuilt in 2015 to accommodate the NET extension to Clifton alongside a shared path for cyclists and pedestrians which forms part of Nottingham City Council’s Southern Cycle Corridor, connecting the City Centre with Wilford, Compton Acres, Silverdale and Clifton including the Clifton Line NET Terminus adjoining Farnborough Road and the A453 (Mill Hill Roundabout) on the City / Rushcliffe boundary adjoining Clifton and the site of the major Fairham Pastures Housing development.

• Fairham Brook tram and shared path bridge, Clifton NET Route, Nottingham, looking east towards Clifton

 

 

• Kruunuvuorensilta Helsinki Tram-Foot-Cycle Bridge, Finland

The new Kruunuvuorensilta crossing, which will be the tallest and longest bridge in Finland. The 1.2km-long crossing, which centres on a 2x250m span cable-stayed bridge (pictured above), will connect the city centre with a new island suburb of Laajasalo, enabling the development of a brand-new waterside community.

Unusually for a project of this scale, the bridge will be car-free – carrying only trams, pedestrians and cyclists. This commitment to sustainable public transport and active transport modes, which forms part of Helinski’s wider target of becoming a car-free city, means not only that Laajasalo will be connected directly to the heart of Helsinki with sustainable year-round public transport, but that the ‘new town’ itself will be master planned as a largely car-free community.

This ensures the development will have higher densities, meaning more homes, lower carbon emissions, cleaner air and more green areas, as space given up to roads and parking is reduced. In this sense the bridge is doing much more than connecting, it is instigating a modal shift, lifestyle changes and helping to realise a more sustainable and future-proofed city.

(information in article by Tom Osborne of Knight Architects in article in “The Planner” of 22 April 2025, “Places, not just houses: how transport infrastructure can catalyse and enrich the next generation of new towns”)

Hugh McClintock,
for Pedals,
4.6.25