Greatmoor Railway Sidings Transport and Works Act Order HS2/2/A Proof of Evidence: Tim Smart – Railway

Document Ref HS2/2/A

Transport and Works Act 1992

Transport and Works (Inquiries Procedure) Rules 2004

The High Speed Rail (London-West Midlands) (Greatmoor Sidings etc.) Order

Proof of Evidence of Tim Smart

Railway Engineering

June 2017

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/A Proof of Evidence: Tim Smart – Railway Engineering

Contents

Clause Page

1 QUALIFICATIONS AND PROFESSIONAL EXPERIENCE ...... 2 2 SCOPE OF EVIDENCE ...... 2 3 EXISTING RAILWAY WITHIN THE CALVERT AREA ...... 3 4 PROPOSED RAILWAY INFRASTRUCTURE WORKS WITHIN THE CALVERT AREA ...... 4 5 OPERATION OF THE EXISTING CALVERT SIDINGS ...... 6 6 THE LOCATION OF THE PROPOSED SCHEME ...... 7 7 DESCRIPTION OF THE PROPOSED SCHEME ...... 8 8 DESIGN AND OPERATION OF THE PROPOSED SCHEME ...... 8 9 DESIGN INTEGRATION OF THE PROPOSED SCHEME WITH HS2 AND EWR2...... 9 10 MASTER PLAN ...... 10 11 CONSTRUCTION AND OPERATIONAL ADVANTAGES OF THE PROPOSED SCHEME COMPARED TO THE RELOCATED SIDINGS INCLUDED IN THE HS2 ACT ...... 10 12 LIMITATIONS OF SCHEME INCLUDED IN THE HS2 ACT COMPARED TO THE PROPOSED SCHEME ...... 11 13 CONCLUSIONS ...... 11

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

1. Qualifications and professional experience

1.1 I am Timothy Smart, Director for High Speed Rail at CH2M (previously Halcrow). I hold both Bachelor and Masters’ degrees in Engineering and I am a Chartered Civil and Member of the Institution of Civil . I have over thirty years’ experience in the design, construction and management of infrastructure schemes and railways in particular.

1.2 In February 2012, I was seconded to High Speed Two (HS2) Limited (HS2 Ltd) where I currently act in the capacity as Chief Engineer within the HS2 Technical Directorate. I headed the engineering and operational functions at HS2 Ltd for the preparation of High Speed Rail (London-West Midlands) Bill (HS2 Bill) and acted as lead witness for engineering matters during the hearing of petitions against the HS2 Bill by Select Committees in both Houses of Parliament.

1.3 Prior to joining HS2 Ltd I was Engineering Director at HS1 Ltd, the UK’s first high speed railway and spent 12 years on the design, construction, commissioning and operation of Channel Tunnel Rail Link (now HS1).

1.4 My experience immediately prior to HS1 included 5 years in the capacity of Chief Engineer for Railtrack Southern Zone where I had operational engineering responsibility for all the rail infrastructure the routes that terminate at London’s Waterloo; Victoria; London Bridge; Charing Cross and Cannon Street stations and over five years on the construction of the Jubilee Line Extension Project prior to that.

1.5 I have acted in the various capacities on a number railway engineering working groups, and enquiries in both the UK and Europe. I was also a member of the RSSB (Rail Safety & Standards Board) mirror group to co-ordinate the UK input to the revised European Technical Standard for safety in rail tunnels.

2. Scope of Evidence

2.1 In this proof of evidence I will describe the existing and proposed railway infrastructure within the Calvert area, including HS2 Phase One, the link railway Line, the Bicester to railway line and the Phase 2 (EWR2) proposals. I will also describe the relationship between this railway infrastructure and both the existing Calvert transfer sidings (the existing Calvert Sidings), which serve FCC Waste Services (UK) Limited’s (FCC) waste management facilities in the area, and the proposed Greatmoor Railway Sidings TWAO scheme (herein referred to as the Proposed Scheme).

2.2 I will explain the need for the Proposed Scheme, which arises as a consequence of the existing Calvert Sidings being displaced by HS2 Phase One, the reasons for its location south of Sheephouse Wood at Greatmoor and the advantages, both in terms of its construction and operation that arise from this location. Finally I will describe the principles behind its design, layout and operation together with details of the work that has been undertaken to ensure that the Proposed Scheme can be successfully integrated with both the HS2 Phase One and EWR2 projects. A description of the existing and proposed developments within the Calvert area, including the Calvert landfill site, the Greatmoor Energy from Waste (EfW) facility and the likely effect the Proposed Scheme will have on local residential and environmental receptors in the Calvert area will be addressed in the evidence of Mr Peter Miller (HS2/1/A). Details regarding the operational arrangements at the Calvert Landfill and Greatmoor EfW facility are contained in Ms Gillian Sinclair’s evidence (HS2/5/A). Details of the conditions controlling construction and operation of the Proposed Scheme are included in Ms Ruth Jackson’s evidence (HS2/4/A). Control and mitigation of potential impacts on bat species arising from construction and operation of the Proposed Scheme will be addressed in the evidence of Mr Peter Shepherd (HS2/3/A).

2.3 I will also provide evidence as required on general engineering matters as well as points of detail relating to the railway infrastructure described above.

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

3. Existing Railway Infrastructure within the Calvert area

3.1 Figure 1 below illustrates the existing railway infrastructure within the Calvert area, the main elements of which are described in paragraphs 3.2 to 3.5.

Aylesbury Link railway line

3.2 The Aylesbury Link railway line, known more commonly to and other users of the line as the Marylebone to Claydon Line, runs from Aylesbury to the intersection with the Bicester to Bletchley railway line just north of Calvert.

3.3 It is a single railway, which occupies part of the former corridor, and is currently only regularly used by Freight Operating Companies delivering spoil and waste materials to FCC's waste management facilities at Calvert. There are other ad-hoc freight movements on the line but these are infrequent. The Aylesbury link railway line is planned to be upgraded as part of the EWR2 project as described in more detail below.

Bicester to Bletchley railway line

3.4 The Bicester to Bletchley railway line intersects with HS2 Phase One just north of Calvert as shown in Figure 1. It was formerly part of the 'Varsity Line' between and which had services withdrawn in 1967 and is now currently only operational between Oxford and the Claydon Freight Loop. The line between Oxford and Bicester was temporarily closed in 2014 as part of the upgrading works for the East West Rail Phase 1 project (EWR1) which were completed in December 2016. It serves as a freight route from the west for the delivery of waste and spoil to FCC's waste management facilities at Calvert. The whole Bicester to Bletchley railway line is also planned to be upgraded as part of EWR2.

Existing Calvert Sidings

3.5 The existing Calvert Sidings are located just south of Calvert and immediately east of the Aylesbury Link railway line, to which they are connected. They comprise rail sidings, owned by Network Rail and operated under a lease by FCC Waste Services (UK) Limited (FCC) and unloading and loading areas with gantry cranes and spoil grabs, owned by FCC. Together they are used to transfer loose spoil and waste from rail to haul road and onward thence to the adjacent Calvert landfill site and the nearby Greatmoor EfW facility. Details of how the existing Calvert Sidings are operated is covered in paragraphs 3.11 to 3.15 of the evidence of Ms Gillian Sinclair (HS2/5/A).

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

Figure 1: Existing and Proposed Railway Infrastructure within the Calvert area

4. Proposed Railway Infrastructure Works within the Calvert area

4.1 Figure 1 above references the proposed railway infrastructure in the Calvert area. Section 9 of this Proof of Evidence explain the blockade strategy that will be put in place to facilitate construction of these infrastructure works.

HS2 Phase One

4.2 The route of the HS2 Phase One railway as it passes through the Calvert area will run parallel and to the west of the Aylesbury Link railway line within the former railway corridor. The line will run at grade or on a shallow embankment for the most part before descending into a cutting as it passes Sheephouse Wood about 1km south of Calvert village. The route will remain in cutting up to 8m deep as it passes east of the village, crossing under the Bicester to Bletchley railway line to the north, and then rising up onto a shallow embankment as it passes to the east of Twyford village.

4.3 There will be an Infrastructure Maintenance Depot (IMD) adjacent to the Bicester to Bletchley railway line east of the intersection with HS2 Phase One. The IMD will be the main maintenance facility for HS2 Phase One for stabling of on track plant and the offices and workshops for the personnel necessary to maintain the line. Rail connections between HS2 Phase One to the IMD will be provided from the north and south of the intersection.

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

East West Rail

4.4 East West Rail (EWR) is a strategic project to improve the railway from Oxford to . Phase 1 (EWR1) will run from Oxford to Bicester and Phase 2 (EWR2) from Bicester to Bedford. The Aylesbury Link forms part of EWR2 as shown in Figure 2 below. The EWR project will upgrade the existing operational rail lines and reinstate sections of disused rail for the provision of new, fast passenger and freight services. A Transport and Works Act Order has been made for EWR1 and construction has been completed. EWR2 will be subject to a further Transport and Works Act Order application where necessary, which is expected to be submitted in 2018.

Figure 2: Extent of East West Rail Scheme

4.5 EWR will deliver the following minimum level of services:

4.5.1 Bedford to Oxford (continuing to Reading): 1 train per hour in each direction

4.5.2 to Oxford (continuing to Reading): 1 train per hour in each direction

4.5.3 Milton Keynes to Aylesbury (continuing to London Marylebone): 1 train per hour in each direction

4.6 EWR will become part of the national strategic infrastructure that may ultimately be used by long-distance cross-country passenger and freight trains. Actual service patterns are to be confirmed and will be announced by the Department for Transport at a later stage.

Greatmoor Railway Sidings (Proposed Scheme)

4.7 The location of the Proposed Scheme is described in detail in Section 6. Sections 7 and 8 of this Proof of Evidence set out the description, design and operation of the Proposed Scheme. Mr Peter Miller’s evidence (HS2/1/A) sets out in detail the need for the Proposed Scheme and its context within the Calvert area, in sections 4 to 8.

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

5. Operation of the Existing Calvert Sidings

5.1 The existing Calvert Sidings are situated on the west side of the Aylesbury Link railway line and comprise two lengths of track (lines 1 and 2) connected to and running parallel with the Aylesbury Link railway line as shown in Figure 3 below.

Figure 3: Schematic Layout of existing Calvert Sidings

5.2 Line 1 has an operating length of approximately 982m and Line 2 has an operating length of approximately 891m. A semi-static gantry crane spans both lines enabling its use to unload/load waste containers on either line. A static grab is located adjacent to Line 2 for offloading spoil from open top wagons. Dump trucks transport the spoil and waste containers to the landfill and the Greatmoor EfW facility. There is a head shunt with an operating length of approximately 444m extending to the south of Line 1 and a 'cripple' extending approximately 186m to the north of Line 1.

5.3 The existing Calvert Sidings are currently operated 5 days a week (Monday to Friday) from 06.00 to 22.00, although the current planning permission allows offloading to take place between 04.30 and 23.00 Monday to Friday and 07.00 to 16.00 on Saturday (Appendix 3 in HS2/5/B). Trains may arrive and depart from the sidings at any time of day or night. At present all freight trains accessing the existing Calvert Sidings are routed via Aylesbury from the south. To mitigate amenity effects on residents of Calvert during the early morning and evening FCC currently makes use of the Claydon Freight Loop on the Bicester to Bletchley railway line as shown in Figure 4 to run trains around so that during offloading the locomotives move away from the village rather than towards it.

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

Figure 4: HS2 Alterations to Rail Infrastructure in the Calvert Area

6. The Location of the Proposed Scheme

6.1 The Proposed Scheme is located to the south of Sheephouse Wood at Greatmoor, opposite the Greatmoor Energy from Waste facility on land owned predominantly by FCC east of the Aylesbury Link railway line as shown in Figure 4 above. The principal reasons for this location are threefold:

6.2 This location was proposed by FCC. It avoids the amenity impacts on the residents of Calvert Village that would arise from re-locating the existing Calvert Sidings to the north of Sheephouse Wood, as provided for in the High Speed Rail (London - West Midlands) Act 2017 (HS2 Act) (Appendix 1 in HS2/1/B). The environmental benefits of the proposed location are expanded on by Mr Peter Miller in his evidence (HS2/1/A).

6.3 Situated south of Sheephouse Wood the Proposed Scheme would be in a location which is central to FCC’s current waste management activities at the Calvert landfill and Greatmoor EfW facility, with the potential to improve operational efficiency over the HS2 Act scheme, which is covered in the evidence of Ms Gillian Sinclair (HS2/5/A).

6.4 Due to the internal layout of the terminal, which provides a self- contained run-around capability, freight trains accessing the Proposed Scheme will not require access to the Claydon Freight Loop on the Bicester to Bletchley railway line (EWR2) for this purpose. This will not only avoid the need to secure train paths within the EWR timetable but will increase the efficiency of the Proposed Scheme.

6.5 In addition, the southern location would simplify both the construction of HS2 Phase One, EWR2 and the Proposed Scheme in the Calvert area as it would allow an increased amount of construction activity to take place under blockade conditions, meaning construction work would not be constrained by working practices that would otherwise apply to work in close proximity to a live railway. This will improve programme efficiencies, construction safety and reduce construction impacts.

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

7. Description of the Proposed Scheme

7.1 The Proposed Scheme comprises the following main engineering features as outlined below in figure 5 and shown in more detail on Map Number CT-06-052-TWAO at Appendix 1:

7.1.1 Operational spoil and waste sidings (together the Operational Sidings), situated between Sheephouse Wood and Bridleway GUN/28, comprising two pairs of twin tracks with a minimum length between clearance points of 440m, each pair with a connected head shunt of minimum length 35m to enable engine release/run-a-round, connected together with a line to the reception sidings;

7.1.2 Reception sidings (the Reception Sidings) situated between Bridleway GUN/28 and just south of Bridleway QUA/36 comprising two tracks with a minimum standing length of 440m on each track, connected to the terminal as described above;

7.1.3 A connection to the Aylesbury Link railway line to be provided at each end of the Reception Sidings in order to allow trains to arrive from the north, via Claydon Junction and the Claydon Freight Loop to and from Oxford; and the south via Aylesbury;

7.1.4 Two mobile gantry cranes spanning the waste sidings, capable of handling and stacking one over one ISO containers and two mobile spoil grabs capable of unloading loose spoil from rail wagons and capable of servicing either side of the spoil sidings;

7.1.5 A vehicular access road between the terminal and Greatmoor Road, service roads for access around the Operational Sidings and for loading and unloading trucks and a service strip adjacent to the waste sidings for container storage;

7.1.6 Bridleway GUN/28 accommodation green overbridge, which is a component of the proposed HS2 Phase One scheme, widened to include vehicular access to the sidings and lengthened to span the additional track connecting the Operational Sidings and Reception Sidings;

7.1.7 Bridleway QUA/36 accommodation green overbridge, which is a component of the proposed HS2 Phase One scheme, lengthened to span the additional tracks of the Reception Sidings.

Figure 5: Schematic Layout of the Proposed Greatmoor Railway Sidings

8. Design and Operation of the Proposed Scheme

8.1 The Proposed Scheme has been developed in consultation with both Network Rail, as the infrastructure operator of the track, and FCC as the operator of the Proposed Scheme, to ensure it will satisfy the requirements of both parties as well as those of HS2 Phase One.

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

8.2 The Proposed Scheme is shown schematically at Figure 5 above. It has been designed to operate at the same level of capacity as the existing Calvert Sidings which FCC has assessed, based on train offloading times and train pathing times from Aylesbury and via the Claydon Freight Loop, as a maximum of 8 trains per day. The operational requirements of the facility are expanded on in Ms Gillian Sinclair’s evidence (HS2/5/A).

8.3 During the summer months when bats are active, operational hours will be restricted to minimise disturbance to bats, is covered in the evidence of Mr Peter Miller (HS2/1/A) and Mr Peter Shepherd (HS2/3/A). To allow for this, and recognising that train paths are not easily flexed, to ensure the Proposed Scheme can service an equivalent on-going operational capacity to that of the existing Calvert Sidings (equivalent to 8 trains per day), the layout of the Operational Sidings provides the ability to service up to 4 trains at a time.

8.4 The Claydon Freight Loop, currently utilised by freight trains accessing the Calvert Sidings, will be displaced by the HS2 Infrastructure Maintenance Depot (IMD). The Loop will be reinstated on the Bicester to Bletchley railway line alongside the IMD reception sidings approximately 500m further east of its current position as a facility solely for Network Rail’s purposes.

8.5 Removal of the Claydon Freight Loop is not programmed to take place until the Proposed Scheme has been constructed and is operational (see blockade staging plan 3 in Appendix 2). The Proposed Scheme does not require access to the Claydon Freight Loop on the Bicester to Bletchley railway line to redirect trains routed via Aylesbury as it possesses an internal run-around capability and therefore temporary closure of the loop during the construction of HS2 Phase One will not impact on the FCC’s operational capability.

8.6 The layout of the Proposed Scheme will enable locomotives to be released and run- around internally so that there is no need for trains routed via Aylesbury to use the Claydon Freight Loop.

9. Design Integration of the Proposed Scheme with HS2 and EWR2

9.1 HS2 Ltd and Network Rail have been working collaboratively to develop an integrated design for HS2 Phase One and EWR2 within the Calvert area which seeks to ensure the construction delivery of both projects in a coordinated manner whilst minimising the impact on the local communities and the environment.

9.2 In early 2016 Network Rail completed an integration study which looked at the constraints and opportunities of delivering both HS2 Phase One and EWR2 within the restricted Calvert rail corridor. The recommendations from this study are being taken forward as part of the EWR2 design development process which has included a comparison between the Proposed Scheme and the relocated sidings as provided for in HS2 Phase One. The Proposed Scheme was identified as the preferred option as it would allow the Bicester to Bletchley railway line to be commissioned earlier, aligns better with HS2 programme requirements and provides blockade working conditions over a larger section of the Aylesbury Link railway line/HS2 Phase One trace.

9.3 It is the intention that work on the Bicester to Bletchley railway line and on the Aylesbury Link railway line north of Aylesbury Vale Parkway Station will be carried out under blockades.

9.4 The overriding requirement to maintain rail access to the existing Calvert Sidings until the Proposed Scheme has been constructed and commissioned necessitates that either the Bicester to Bletchley railway line or the Aylesbury Link railway line is retained operational at any one time. Accordingly a blockade can be taken only on one line at a time and the works on that line constructed, tested and commissioned, before the second line is closed. Having considered the relative merits of blockading each of the lines first, the preferred option is to take a blockade first on the Bicester to Bletchley railway line as this would support the earliest possible implementation of EWR operations and the delivery of key HS2 Phase One infrastructure in accordance with HS2 programme

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

requirements. The final decision will be made by Network Rail and the main works civil contractor once appointed.

9.5 Indicative blockade staging plans for construction of the Proposed Scheme, HS2 Phase One and EWR2 in the Calvert area are provided in Appendix 2. The principles of the blockade staging associated with each phase are described below.

The Proposed Scheme Stages 1 and 2

9.6 An initial blockade of the Bicester to Bletchley railway line and Aylesbury Link railway line north of the existing Calvert Sidings. The existing Calvert Sidings retained in operation with rail access from the south along the Aylesbury Link railway line, whilst the Proposed Scheme is being constructed, tested and commissioned.

The Proposed Scheme Stage 3

9.7 Once the construction of the Proposed Scheme south of Sheephouse Wood is complete, rail access is provided from the Aylesbury Link railway line, thereby releasing construction access to the Aylesbury Link railway line and HS2 trace north of the Proposed Scheme.

The Proposed Scheme Stages 4 and 5

9.8 Once the Bicester to Bletchley railway line and the Aylesbury Link railway line to north of the Proposed Scheme and rail access to it are all complete, rail access to the Proposed Scheme can be switched to being via the Bicester to Bletchley railway line and a blockade on the remainder of the Aylesbury Link railway line to north of Aylesbury Vale Parkway Station can be taken.

10. Master Plan

10.1 A master plan has been developed for management of the construction of HS2 Phase One and the Proposed Scheme in relation to the assemblage of bats in the Bernwood Forest area (Appendix 4 in HS2/3/B). The master plan adopts the blockade strategy set out in paragraph 9.5 to 9.8 above. It is a working document that is being developed in line with the evolving EWR2 proposals. It has been prepared in support of the draft Bernwood Forest bat licence, and in consultation with Natural , and further details are provided in the evidence of Mr Peter Shepherd] (HS2/3/B). It includes details on phased mitigation and compensation for bats and considers post construction monitoring and habitat management in the Bernwood Forest area. Further details about the master plan and how construction activities will be managed to ensure disturbance to bats will be minimised is covered in the evidence of Mr Peter Miller (HS2/1/A) and Mr Peter Shepherd (HS2/3/A).

10.2 The construction logic described in Section 9 above will enable to the effective delivery of the various elements of railway infrastructure in the Calvert area and the associated mitigation proposals detailed in the master plan. The limits of land identified for the construction and operation of the Proposed Scheme are required for those purposes. Opportunities may be available at the detailed design stage to reduce the actual extent of land take where reasonably practicable to do so.

11. Construction and Operational advantages of the Proposed Scheme compared to the relocated sidings included in the HS2 Act

The Proposed Scheme will result in the following construction and operational advantages:

11.1 Removal of the adverse amenity effects on residents of Calvert village as recognised in the House of Commons Select Committee Report (CD/23);

11.2 Increased resilience due to internal run-around capability, avoiding the need to use the Claydon Freight Loop for trains routed via Aylesbury (this would require additional train

Greatmoor Railway Sidings Transport and Works Act Order HS2/2/B Appendicies to Proof of Evidence: Tim Smart – Railway Engineering

paths to be secured on the Bicester to Bletchley railway line and the Aylesbury link railway line once EWR2 is operational);

11.3 Internal run-round capability and closer proximity to FCC’s waste management activities will provide improved operational efficiency;

11.4 Ability to stabilise a defective EWR train thereby avoiding a potential blockage to the Aylesbury Link railway line;

11.5 Blockade working conditions will apply to a larger section of Aylesbury Link railway line/HS2 trace where most intensive civil construction is to be undertaken, improving programme efficiencies, construction safety and reducing construction impacts;

11.6 Reduced potential need for night time working on structures over or close to the operational railway;

11.7 Provision of a greater construction window for the EWR2 works to be completed under more efficient blockade conditions;

11.8 Rail access into HS2 Phase One IMD in line with HS2 Phase One programme requirements; and

11.9 Release of HS2 Phase One rail systems installation in line with HS2 Phase One programme requirements.

12. Limitations of Scheme included in the HS2 Act compared to the Proposed Scheme

12.1 The HS2 Act made provision for replacement of the Calvert Sidings north of Decoypond Wood at Calvert as shown in Figure 4 above. That scheme would require all trains to be propelled toward Calvert, past housing and for trains arriving from Aylesbury to use the Claydon Freight Loop to run-around. For the reasons I have stated in paragraph 11 it therefore lacks the railway operational resilience of the Proposed Scheme. FCC objected to the HS2 Act scheme as it would deny them the same operational capacity and efficiency as the Calvert Sidings.

12.2 Furthermore, the more extensive operational manoeuvres required of freight trains in the HS2 Act scheme closer proximity to Calvert will result in greater impacts on residents. It is therefore objectionable to FCC, Calvert residents, as well as the parish, district and county councils. It was the subject of a number of petitions against the HS2 Bill brought before the House of Commons and House of Lords Select Committees. Those objections raised amenity impacts due to noise dust and odour, as is covered in the evidence of Mr Peter Miller at section 20 (HS2/1/A).

13. Conclusions

It is my conclusion that compared to the HS2 Act scheme the Proposed Scheme offers an improved construction arrangement for both HS2 Phase One and EWR Phase 2 and it of- fers improved operational resilience and capacity for FCC as operator of the Operational Sidings and Reception Sidings. The improved construction arrangements coupled with the removal of the proximity of both the Operational Sidings and Reception Sidings to Calvert village mean that the impacts on the local residents are greatly reduced. The Proposed Scheme can be constructed whilst taking the appropriate measures described by Mr Peter Miller and Mr Peter Shepherd to lessen impacts on the local ecology, in par- ticular bats.