High Speed Two Ltd - Infrastructure Maintenance Depot (IMD)

High Speed Two Limited High Speed 2 Infrastructure Maintenance Depot (IMD)

High Speed Two Limited High Speed 2 Infrastructure Maintenance Depot (IMD) March 2011

This r eport t akes i nto a ccount t he

particular instructions and requirements of our client. It i s not i ntended f or a nd s hould n ot be relied u pon b y any third p arty a nd no responsibility i s u ndertaken to any t hird party Ove Arup & Partners Ltd

The Arup Campus, Blythe Gate, Blythe Valley Park, Solihull, West Midlands. B90 8AE Tel +44 (0)121 213 3000 Fax +44 (0)121 213 3001 www.arup.com

Job number

High Speed Two (HS2) High Speed 2 Infrastructure Maintenance Depot

Contents

Page 1 Introduction 1

1.1 The December 2009 Report 1

1.2 Layout of this Report 1

2 Scope of Work, Methodology and Deliverables 2

2.1 Scope of Work 2

2.2 Meeting 1 2

2.3 Intermediate instructions 3

2.4 Meeting 2 3

3 Current Rail Operations and Future Developments 4

3.1 Context 4

3.2 Oxford - Bletchley 4

3.3 Aylesbury – Claydon Line 4

3.4 High Speed 2 5

3.5 Evergreen 3 5

3.6 East West Project 5

4 Functional Requirements 6

5 Site Location Options 7

5.1 Introduction 7

5.2 Quadrant 1 9

5.3 Quadrant 2 11

5.4 Quadrant 3 15

5.5 Quadrant 4 17

5.6 Sites on HS2 (north) 18

6 Cost Estimates 20

6.1 Matrix table for all Site options 20

7 Conclusion 21

8 Selected Option Development 23

8.1 General layout 23

8.2 Specific site details 27

8.3 Site operation 28

8.4 West end connections 29

9 Calvert Waste Plant 30

9.1 Rail Access 30

9.2 Heat and power generation 32

10 Use of site as a potential construction depot 33


10.1 Additional land take 33

10.2 Use of other supplementary depots 33

11 Bicester MOD Depot 34

Figures Figure 1 Current track layout Figure 2 Quadrant locations Figure 3 Initial Site Identification Figure 4 Location plan – Site 1.1 Figure 5 Location plan – Site 2.1 Figure 6 Location plan – Site 2.2 Figure 7 Location plan – Site 2.3 Figure 8 Location plan – Site 3.1 Figure 9 Location plan – Site 3.2 Figure 10 Mixbury Site Location Figure 11 Location plan – Site 4.0 Figure 12 Cost Estimate Figure 13 Matrix table Figure 14 Depot Layout Figure 15 Concept Plan Figure 16 Concept Plan – Plan A and Plan B Figure 17 Concept Depot Schematic Figure 18 West end connection sub option Figure 19 Comparison of siding lengths: single and double ended Figure 20 WRG Depot

Appendices Appendix A

Functional Requirements Specifications

A1 Introduction

A2 General Requirements

Appendix B

Drawings

B1 General Site Layout Concept Plans

Drawing Numbers:

HS2-ARP-07-DR-RW-00007






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1 Introduction 1.1 The December 2009 Report

In December 2009, Arup issued a report to High Speed Two Limited (HS2) presenting the findings of a route engineering and alignment study for a potential new high-speed rail line from London to the West Midlands.

It described the process for generating route options connecting the two locations and the sieving process by which a Preferred Route – Route Number 3 – was chosen by HS2.

1.2 Layout of this Report

The report is laid out as follows:

Section 1, this chapter, is introductory;

Section 2, describes the Scope of Work, Methodology and Deliverables;

Section 3, describes the current and future Rail Operations in the Calvert area;

Section 4 , des cribes the F unctional Requirements required for an H S2 Infrastructure Maintenance Depot;

Section 5, describes the site locations assessed during this study;

Section 6, describes the Cost Estimate and contains an initial high level assessment of the potential costs involved in creating the depot;

Section 7, describes the Conclusions and proposes a site to be developed;

Section 8, describes the selected site and option development;

Section 9, describes the Calvert Waste Recycling Site;

Section 10, describes the Potential use of the depot as a Construction depot; and,

Section 11, describes the Bicester MOD depot and its potential use.


Page 2 Ove Arup & Partners Ltd

2 Scope of Work, Methodology and Deliverables 2.1 Scope of Work

In April 2010, a number of additional tasks were undertaken by Arup (refer to Arup, Technical Financial Proposal, Section 3, dated 31st

March 2010), one of which focused on the development of proposals for the siting of the Infrastructure Maintenance Depot (IMD).

This report deals with the siting and specification of the Infrastructure Maintenance Depot. The obj ective of t his r eport i s t o pr ovide op erational and e ngineering proposals t o as sist HS2 to identify the best possible location and the master layout of the depot for the London to West Midlands HS2 route.

The report identifies a suitable site for the IMD and develops a master layout f or the site, including both rail infrastructure and ancillary facilities such as office accommodation, services buildings, s torage an d lay down areas, s taff par king, ap proach r oads and ot her related items.

The report makes proposals for a solution which appears to provide the best combination of facilities and location. It does not make conclusive proposals, and is provided to inform and illustrate. I t i s ex pected t hat t he s ite des ign will d evelop o ver t he nex t per iod f ollowing further consideration by HS2 and discussions with Arup, and meetings with relevant stakeholders such as the East West Rail (EWR) project and Waste Recycling Group (WRG).

2.2 Meeting 1

An initial scoping meeting took place in London on 28th April, attended by – HS2 and Arup. The m eeting identified a s et of t asks w hereby Arup was r equired t o r eview t he f ollowing factors relating to the IMD. These are as follows:

• Location;

• Functional Requirements;

• Maintenance Strategy, Size;

• Site Issues, Equipment;

• Visual Impact including simple visualisations;

• Relationship to Calvert Waste Plant;

• Geology/Aquifers, settlement, Constructability;

• Cost, Programme;

• Electricity Supply;

• Liaise with construction logistics; and,

• Environmental issues and constraints.

The deliverables were agreed to be:

• Large scale plan of depot layout , interface with HS2 and the National Rail network, and surrounding area;

• Horizontal al ignment dr awings of c onnectivity to HS2 and ex isting r ail line ( East-West main line);

• Master plan of depot; and,

• Report.


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2.3 Intermediate instructions

In an intermediate discussion between John Castle (HS2 Senior Route Engineer) and Chris Lees (Arup Project Manager) on 14 th May, a list of possible sites was agreed, which Arup would scope to provide initial comments on suitability and functionality. These plans were prepared and discussed at Meeting 2.

2.4 Meeting 2

A second m eeting took place at Arup’s offices on 19 th May. At this m eeting a number of potential s ites were r eviewed and t heir attributes di scussed. T he H S2 t eam pr ovided a n input on the preferences for each site, and after discussion a refined set of objectives were produced. In addition to the above deliverables these comprised of:

• Development of proposals for sites 2.2 and 3.2, and a new option for a single ended set of sidings inside the chord line (site 2.3);

• Extension of the scope to examine any other possible level sites on HS2 up to 10 km north from Calvert; and,

• Review of op tions f or pos sible use of Ministry of Defence ( MOD) Bicester as a n IMD site.



3 Current Rail Operations and Future Developments 3.1 Context

This s ection di scusses the current rail r outes in the C laydon ar ea, an d summarises proposals f or their development in t he next 10 years. T he possible impact of locating an IMD at Claydon is also discussed.

The current t rack layout is shown in the diagram below. Track layouts are accurate but in diagrammatic format.

Figure 1 Current track layout

3.2 Oxford - Bletchley

The East-West Line is the former Oxford to Cambridge, via Bletchley and Bedford, line. The status of the route is as follows:

• Oxford to Bicester Town – single track with no passing loops, used by passenger trains from O xford – Bicester T own, f reight t rains f rom D idcot t o MO D B icester, and freight trains from London and Bristol to the WRG Calvert private siding.

• Bicester Town to Claydon Junction - single track with no passing places. Used by freight trains f rom London a nd B ristol t o the W RG C alvert pr ivate s iding. A t C laydon LN E Junction there is a run round loop where trains bound for Calvert can reverse.

• Claydon London North Eastern (LNE) Junction to B letchley – the line has been out of use since 1997, though it is officially still operational and only ‘mothballed’. Some track sections are missing and the route is unusable at present.

• Bletchley to Bedford– the line is double tracked and used by a passenger service from Bedford to Bletchley, and occasional freight traffic.

• Bletchley t o Mi lton K eynes – a c hord line gives ac cess t o t he West C oast Ma in Li ne (WCML) heading north to Milton Keynes. This and the run round loop at the current end of the branch were previously used by engineering trains running from the Network Rail Stewartby Local Distribution Centre (LDC) to the WCML.

3.3 Aylesbury – Claydon Line

The Aylesbury to Claydon line is a remnant of the former Great Central Main Line. The line is single tracked and the only connection is a set of loops to serve the WRG Calvert waste

Passenger line to Oxford

MOD Bicester

Claydon LNE Jn

Waste train run round

WCML

Milton Keynes

To Bedford

To Aylesbury

WRG Calvert

Terminal

Bletchley

HS2 route

Bicester Town

Station “Mothballed” line


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transfer terminal. This terminal is served by trains of containerised domestic refuse from the London and Bristol areas to the site for landfill, and some bulk trains of low grade hazardous waste. Freight traffic runs to the terminal from both Aylesbury and Claydon directions.

3.4 High Speed 2

HS2 is pr oposed t o r un South – North t hrough the area i n t he d iagram on a f ormation parallel and t o t he west of t he c urrent A ylesbury t o C laydon l ine, c ontinuing north on t he former Great Central Main Line trackbed. The current single line would be moved Eastwards within the rail corridor to facilitate this.

3.5 Evergreen 3

Chiltern R ailways, t he holder of t he Department f or T ransport (DfT) Chiltern f ranchise, i s constructing a new chord line f rom the Marylebone to Banbury line at Bicester to join the Oxford to Bicester line near Bicester Town station. Some track doubling will be carried out, and a half hourly Oxford to Marylebone service will be run. TWO powers are currently being applied f or, and t he pr oject i s ex pected t o b e c ompleted by 2013. E vergreen 3 i s a DfT franchise commitment.

3.6 East West Project

East –West R ail ( EWR) proposes to refurbish the Oxford – Bedford (and ul timately Cambridge) r oute, and r estore dou ble t rack on t he O xford t o C laydon s ection. F rom Claydon to Bletchley a new double track formation will be provided on the existing trackbed, and the section on to Bedford will be upgraded. EWR proposes a linespeed of 90 mph.

The single l ine from Aylesbury will be retained but upgraded to 90 m ph. Comprehensive new s ignalling f acilities will be r equired to provide sufficient capacity on both routes. T he project is intended to be completed by 2017, subject to funding from central government and other sources such as property developers. Once complete the following service pattern is contemplated:

• Hourly Oxford to Milton Keynes;

• Hourly Oxford to Bletchley;

• Hourly fast Oxford to Milton Keynes;

• Hourly freight Oxford to WCML;

• Hourly Milton Keynes to Bedford; and,

• Hourly Aylesbury to Milton Keynes.

No n ew s tations are proposed in t he C laydon/Calvert ar ea, with t he ne arest pr oposed station being at Winslow.

Provision has been made for one daytime freight train per hour in each direction, but it is not clear how m any ( if any) of t hese p aths would b e available f or us e by HS2 i nfrastructure services. Capacity for freight trains to access the intermediate run round siding at Claydon is bound to be restricted. EWR will have to provide a new run round facility at Claydon, at roughly the point identified for run round loops to serve site 2.3, and there may be synergy between the projects here. It is unclear how EWR proposes to manage construction logistics, a nd whether t here i s s ynergy between t he pr oject and H S2 for t he l ocation of construction and track laying depots. Discussions with EWR would help resolve this.



4 Functional Requirements Both A rup an d H S2 dr ew up ou tline s pecifications of t he F unctional R equirements f or an Infrastructure Mai ntenance D epot. Arup c arried o ut a c omparison of t he t wo d ocuments. There was a large degree of agreement in the requirements specified by both teams, and the results were therefore combined into one master Functional Requirements Specification (FRS). This was debated and agreed at Meeting 2.

At t his s tage the FRS is i ntended t o b e a d iscussion doc ument, r ather t han a c onclusive statement of needs , a nd the intention is t hat t his f orms t he bas is of d iscussions an d consultations with stakeholders within HS2 and the wider rail business.

The requirements were slightly revised following the meeting, to reflect emerging thinking by the H S2 t eam and t o al so t o incorporate s ite d evelopment t hinking. I n particular t he following changes were made:

• Storage sidings were allowed to be single ended to allow adoption of a more compact site.

• The range of track materials to be stored at the IMD was increased to include drainage, troughing and other materials.

• The r ole of Li ght Maintenance D epots ( one of w hich w ill be located at t he I MD) was clarified to reflect the need for maintenance staff to be based at the IMD site.

The c urrent F unctional R equirements S pecification ( FRS) i s i ncluded i n t his d ocument as Appendix A. The FRS has been used in the consideration of the suitability of each site to ensure that the selection process reflects the need to eliminate sites which are functionally unsuitable before consideration of a short list on the grounds of environmental, engineering and financial merit.


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5 Site Location Options 5.1 Introduction

To determine suitable site locations, Arup drew up a depot footprint and i dentified suitable areas where the footprint could be accommodated. The basic criteria for the site footprint (taken from the Functional Requirements Specification) were as follows:

• Level site.

• Straight site.

• Site length of approximately 1 km.

• Capability to connect with both HS2 and the EWR.

• Minimisation of environmental impact by avoiding:

o Immediate proximity to built up areas;

o Use of flood plain; and,

o Areas of high visual impact.

A range of s uitable s ites was identified, allocated b y each qu adrant of t he two rail r outes (HS2/Aylesbury – Calvert line (MCJ1) and The East West Oxford – Bletchley line (OXD) as shown below:

• Quadrant 1 North West

• Quadrant 2 North East

• Quadrant 3 South East

• Quadrant 4 South West

Figure 2 Quadrant locations

A t emplate terminal footprint was drawn up an d assessed against Ordnance Survey mapping of t he ar ea t o identify possible s ites. N o c onsideration was g iven in t his initial exercise of specific site suitability. The sites identified as suitable by this process are shown on the following page (Figure 3):

1 MCJ is the Engineer’s Line Reference (ELR) for the line from Aylesbury to Calvert.

Quadrant 1

Quadrant 4

Quadrant 2

Quadrant 3

MCJ1

OXD



Figure 3 Initial Site Identification

The s ites were then reviewed in de tail for s uitability against t he r equirements of t he FRS and for the means of linkage with both HS2 and the national rail network. Conclusions were drawn for each site as a result of this exercise.

Sites are defined by using the following nomenclature: the first number refers to the quadrant they are located in, and the second number is the individual site identifier.

Site location p lans c ontain di rectional ar rows relating to t he d irection of s ite p hotographs. E.g.

Quadrant 1

Quadrant 4

Quadrant 3

Quadrant 2

HS2

HS2

EWR

Steeple Claydon

Calvert


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5.2 Quadrant 1

5.2.1 Site 1.1 Twyford Lodge

Figure 4 Location plan – Site 1.1

Photograph 1 Photograph 2

Description

The s ite l ies t o t he north of t he EWR line be tween t he villages of Poundon a nd T wyford. The EWR line at this point is straight which allows for a straight site. The EWR line rises at approximately 1 in 1430 in this area. This means that a level site can be created; however the s ite is i n d irect view of t he village of T wyford, and du e t o t he t opography, s lightly elevated in open fields.

Portway Farm



Connections to HS2

It is not possible to build a West to South chord line to access HS2. It is also not possible to build a West to North chord to access HS2 without going very near to the village of Twyford and going through Portway Farm. The only way to access HS2 is to use a run round loop to the E ast of H S2 ( shared with t he waste t rains t o C alvert) t o ac cess i t f rom t he opp osite direction.


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5.3 Quadrant 2

5.3.1 Site 2.1 Pond Road



Description

The site lies to the North of the EWR line adjacent to the village of Steeple Claydon. The site i s bisected b y P ond Road, an unclassified r oad r unning f rom S teeple C laydon t o Calvert. The EWR line is straight at this point which allows for a straight site. The EWR line rises at approximately 1 in 209 in this area, which means that significant earthworks would be required to create a level site. In addition, this would mean that the viable site would be



near t o the existing C laydon London N orth E astern (LNE) Junction. Although t he s ite is below the village of Steeple Claydon it would be within 500 metres of it. The Eastern end of the site lies on flood plain.

Connections to HS2

There is already a chord line running from East to South that accesses the HS2 route which is used by the waste train running from the Bristol area to Calvert. It is possible to build an East to North chord to access HS2.

5.3.2 Site 2.2 Claydon Junction




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Description

The s ite lies on the track of an E ast to North chord line running from the EWR line to the HS2 North section heading towards Birmingham. The site would have to be curved to follow the route of the chord. The level of HS2 in this area is not finalised, but it is intended that it will run at level and the EWR line will be raised to run over it. This assumption means that the s ite c ould b e l evel with r elatively m inor ear thworks. Land t ake would be c onsiderable though, using relatively open farmland. The s ite would be c lose to two relatively isolated houses, but not near significant habitation and not within the view of nearby villages.

Connections to HS2

The site lies on the chord line to HS2. Access to the site from the Oxford direction would be via a run round also required for waste trains from Bristol to Calvert. Access to HS2 South would be via run round loops alongside HS2 opposite the village of Twyford.

5.3.3 Site 2.3 Thame Road





Description

In agreeing that this could be a possible location, the requirement for all storage sidings to be double ended was relaxed. The site lies to the immediate East of HS2 and within the East to North chord line, bounded to the South by the EWR line, to the West by HS2, and to the N orth East b y the c hord l ine. The l evel of H S2 i n t his ar ea is no t f inalised, but it is intended that it will run at level and the EWR line will be raised over i t. T his assumption means that the site could be level with relatively minor earthworks, though the former Great Central Main Line embankment would need to be removed.

Land take would be relatively modest, and would maximise use of land already sterilised by the construction of the chord line. The site could be accessed from the Northern section of the existing unclassified “Thame R oad”, w hich in a ny c ase will r equire t o b e di verted because it crosses the EWR line at almost exactly the point where HS2 will intersect it.

The s ite is n ot adjacent t o a ny properties. I t a ppears t hat a lmost al l the s ite c ould be constructed i n one field running in a n L s hape f rom C laydon J unction t o t he HS2 r oute, though land o wnership has not been r esearched. I n t he South W est corner of t he s ite between the East West “Thame Road” overbridge and the GC embankment there is a gas Pressure R educing Station on t he nat ional gas n etwork, ow ned b y S cotia N etworks Lt d. There does not ap pear t o be a di fficulty in d esigning a s ite layout t hat pr eserves this. However t he location of t he as sociated gas p ipelines has no t yet been as certained in a services search a nd this may pr esent a project r isk i f t he pipeline is f ound t o r estrict s ite layout options or operations.

One public footpath runs across the site, which will require closure or diversion.

Connections to HS2

Access to HS2 would be via the run round loop also required for waste trains from Bristol to Calvert, which would also act as headshunt for the site. A chord line would be constructed to the HS2 north, and trains to HS2 south could either use this chord and run round at the loops near Twyford village, or could use the existing east to south chord and access HS2 opposite the waste terminal.


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5.4 Quadrant 3

5.4.1 Site 3.1 Greatmoor


Description

The site lies to the East of the former Great Central Aylesbury – Claydon Junction line, and just t o t he N orth of t he f ormer G rendon U nderwood Junction. The Li ne f alls a t approximately 1 i n 17 6 t o t he N orth to an underbridge o ver a s mall dr ain ne ar t o Sheephouse Wood. There is a 5 metre difference in line height from one end of the site to the other, which means that a level site could only be created with considerable earthworks. It is understood that the site is owned by Waste Recycling Group (WRG). There is no road access t o t his ar ea, t hough t here is a pr oposal by WRG t o c onstruct an ac cess on t he former Grendon Underwood – Ashendon Junction line trackbed.

The site is bounded to the North by Sheephouse Wood, which is a Site of Special Scientific Interest (SSSI). The site is not overlooked by any significant residential areas.

Connections to HS2

The site is alongside the HS2 route, and accessed from the EWR line via the existing chord line. A West to South chord is not possible because of a nature reserve and lakes which lie on the route. The only way to access HS2 from the Oxford direction is to use a run round loop to the East of HS2 (shared with the WRG waste t rains to Calvert). If the East West proposals are implemented, i t is un derstood t hat t here i s likely to b e a n h ourly s ervice i n each direction along the existing single line. There would be capacity to access HS2 form the site with appropriate signalling.

SSSI



Site 3.2 Great Pond



Description

The site lies to the East of the former Great Central Aylesbury – Claydon Junction line, and opposite the current WRG waste transfer terminal. The Line falls at approximately 1 in 330 to the North to the former station site, which is level, and t hen rises at approximately 1 i n 176. This means that a level site could be created with modest earthworks. The site is on agricultural l and with no i mmediate h ousing o verlooking i t, t hough i t i s o pposite C alvert village. T he s ite would be al ongside t he pr oposed r elocated WRG t ransfer station which would a dd c onsiderably t o t he land t ake, as the WRG s ite will r equire r easonable r oad vehicle c irculating areas, and road access r equirements would po tentially c onflict w ith rail access routes. It can only be created with considerable earthworks.


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The site is bounded to the South by Decoypond Wood. The site is overlooked from across the railway line by the edge of Calvert village, though there is some tree screening

Connections to HS2

The site is alongside the HS2 route, and accessed from the EWR line via the existing chord line. A West to South chord is not possible because of a nature reserve and lakes which lie on the route. The only way to access HS2 from the Oxford direction is to use a run round loop t o t he eas t of H S2 (shared with t he WRG waste tr ains to C alvert). If th e EWR proposals are implemented, i t is un derstood t hat t here i s likely to b e a n h ourly s ervice i n each direction along the existing single line. There would be capacity to access HS2 from the site with appropriate signalling.

5.5 Quadrant 4

No suitable sites were identified i n Q uadrant 4, as t his ar ea i s oc cupied b y C alvert a nd Charndon villages, and the former Calvert brick pits (which are now used for landfill).



5.6 Sites on HS2 (north)

5.6.1 Site 4.0 Mixbury At the meeting on 19th May HS2 asked Arup to widen its consideration of sites to include any level site on the HS2 alignment North of Calvert and within 10 km of the junction with the EWR line. A search on the proposed HS2 route revealed only one potential site which met the required attributes of length and level at Mixbury, just on the 10 km boundary. The site lies on the West of the HS2 route, to the South West of Mixbury village. While the HS2 formation is level at this point the adjacent land rises to the North West, which means that substantial e arthworks w ould be r equired. T he land i s in agr icultural us e a nd i s directly overlooked only by Mixbury Lodge. A public footpath runs across the site.

Figure 10 Mixbury Site Location


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5.6.2 Connections to HS2 The site is alongside the HS2 route, and would have to be reached by construction of a new 10 km single line from Claydon, which would need to cross the HS2 formation at some point by either an overbridge or underbridge, depending on the vertical alignment. Access from the EWR line would be via a new East to North chord line. Access from the Oxford direction would be via a run round loop to the East of HS2 (shared with the waste trains to Calvert).



6 Cost Estimates We hav e c arried out a n i nitial hi gh level as sessment of t he potential c osts i nvolved in creating the depot. This is be based on compilation of an outline bill of quantities for each of the sites, using standard assumptions on track layout and required facilities, but customised for each site to reflect specific attributes.

The bill of quantities has been priced using unit costs based on Arup rate and experiences on recent similar projects with similar attributes. The costs should be treated as indicative, and demonstrating in relative terms the respective costs of each of the options considered. The summary of the cost estimates is shown in the table below.

Figure 12 Cost Estimate

6.1 Matrix table for all Site options

The s ites w ere r eviewed t o i dentify whether t heir s pecific at tributes ag ainst a list of k ey requirements as set out in the Functional Requirements Specification, and other key requirements which have been identified during project development.

Each site was scored in a range of 1 (poor) to 3 (good) for each of the requirements, and then the scores were totalled. Although a relatively crude measure, this provides an easily understood guide to the relative merits of the various sites. The matrix should therefore be read as providing a guide rather than as being a definitive sift process.

The evaluation for each site is shown plotted on the matrix below:

Matrix table for IMD

Site 1.1 Site 2.1 Site 2.2 Site 2.3 Site 3.1 Site 3.2 Site 4.0Sufficient area for depot layout 3 3 3 3 3 3 3HS2 connection - direct connection 1 3 3 3 3 3 2Amount of shunt moves required 1 3 3 2 3 3 3Level site 2 2 3 3 1 2 3East-West line connection 3 3 3 3 2 2 1Potential Visual Intrusion 1 1 2 3 3 2 1Potential Noise level 1 1 2 3 3 2 1Impact on Flood Plain 3 1 3 3 3 3 3Undulated terrain 3 3 3 3 3 3 3No conflicting land use 3 3 2 3 3 1 3Services 3 3 2 2 3 3 3flat/even terrain 3 2 3 3 1 2 3Road access 3 3 3 3 1 2 3potential construction site 1 1 1 3 2 1 2

Cost 2 1 2 3 1 2 1Score 33 33 38 43 35 34 35

Worst possible score 15Best possible score 45

Railway issues

Environmental impact to surrounding area

Geographical issues

Logistics

Figure 13 Matrix table

Score1 High risk/problematic2 Medium3 Low/ OK


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7 Conclusion Following assessment of the sites, we have drawn up conclusions of the suitability of each location, i ncluding the r esults of the m atrix assessment above, and other m ore qualitative factors w hich ap ply s pecifically to c ertain s ites. T he c onclusions of t his exercise ar e summarised below.

7.1.1 Site 1.1 Twyford Lodge The s ite would be very visible f rom the village of Twyford and relatively inaccessible f rom HS2. A new west to north chord line would be relatively intrusive because of the angle of the lines in this area. It is recommended that this site option is not developed.

7.1.2 Site 2.1 Pond Road The topography of the land in this area would make connections difficult without substantial earthworks. The s ite i s c onsidered to be t oo c lose t o t he v illage of S teeple C laydon an d interferes with the flood plain. It would also require Pond Lane to be diverted or closed. It is recommended that this site option is not developed.

7.1.3 Site 2.2 Claydon Junction The site would be viable, but requires relatively large agricultural land take and is closer to Steeple Claydon than option 2.3. Given that option 2.3 appears to offer reduced land take, a more compact site and is further from neighbouring residential properties it is recommended that this site option is not developed.

7.1.4 Site 2.3 Thame Road It i s r ecommended t hat t his site is de veloped i n d etail, as i t of fers t he bes t opt ion of minimised land take and minimised environmental impact. However in view of the potential risk to site use posed by the gas pipeline, other sites should be kept under review in case significant issues are identified.

7.1.5 Site 3.1 Greatmoor While it would be technically possible to construct an IMD on this site it would require major earthworks to create a level site. The site is environmentally sensitive, with an SSSI immediately t o t he N orth. There i s al so n o r oad access t o t his s ite. It is t herefore not recommended that this site should be developed.

7.1.6 Site 3.2 Great Pond It is technically possible to construct an IMD on this site, though it is close to Calvert village. The s ite w ould be c omplicated b y t he presence of t he r elocated WRG w aste t ransfer terminal whose r oad access r equirements pot entially c omplicate t he s ite layout. F or t his reason it i s r ecommended t hat the s ite be c onsidered f urther, but not as a d evelopment priority.

7.1.7 Site 4.0 Mixbury It is technically possible to construct an IMD on this site, but the length of new branch line required in p arallel t o t he H S2 f ormation would only be j ustified i f t he s ite c hosen was substantially m ore suitable than o thers. T his is not t he case, as s ite levels would require major alteration, while the site i tself is in a pr ime rural setting. It is not recommended that this option is developed.

7.1.8 Overall Conclusion The overall conclusion of the exercise is that the site which best meets the criteria laid down in the Functional Requirements Specification is site 2.3 – Thame Road. Although of all the options, this alone requires engineering train storage to be in single ended sidings (therefore requires increased shunting m oves,) the s ite has the advantage of remoteness f rom local communities, and is contained within the overall rail footprint.



Site 3.2 – Great Pond also appears to have some suitable attributes, but is compromised by the WRG discharge terminal and proximity to Calvert village, and therefore should be only examined further if Thame Road appears to have major problems.


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8 Selected Option Development 8.1 General layout

The overall conclusion of the exercise is that the site which best fits the criteria laid down in the Functional requirements specification is site 2.3 – Thame Road

To dem onstrate t he p otential l ayout of t he s ite a s eries of c oncept layout dr awings were created, il lustrating possible o ptions. T he ov erall l ocation of t he s ite r elative t o t he r ail connections and the concept layout are shown on the following three pages:

High Speed Two (HS2) High Speed 2 Infrastructure Maintenance Depot (IMD)


Figure 14 Depot Layout



Figure 15 Concept Plan



Figure 16 Concept Plan – Plan A and Plan B


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8.2 Specific site details

The site has the following features:

• On the assumption that the Thame Road is diverted or closed, the former road formation is used as an access road to the IMD.

• A concept road diversion option is shown, though other work packages are dealing with this.

• A new East to North chord line is constructed to give access to HS2.

• To minimise the HS2 main line connection S&C it is intended that this chord is the only access t o H S2, and t hat t he East t o South c hord is r etained as n ow purely as a n access to the Aylesbury route and waste terminal, though HS2 connections could be included without major impact.

• Three run r ound s idings ( all s ignalled f or n ormal s peed ( 30 m ph) en try and e xit) ar e created at t he E ast e nd of t he s ite, f or bot h HS2 engineering t rains and f or t rains accessing the Calvert waste site and Aylesbury line.

• The s idings will be in c utting at l ower level t han t he s urrounding f ields, and w ill be screened by this level difference from Steeple Claydon village.

• An additional loop is c reated a longside H S2 at T wyford t o pr ovide r oute ac cess for engineering trains.

• The chord line and run round sidings are overhead wired, but not the depot itself.

• The chord line, run round sidings and depot are all constructed to UIC GC gauge.

• The chord line forms the railway boundary and all sidings are contained within it.

• Six single ended engineering train storage sidings are created inside the depot.

• A 200 metre x 40 m etre equipment storage and laydown s ite is provided in the depot and handling will be by 2 gantry cranes spanning the storage area.

• Where feasible overhead lighting will be provided by portals over the tracks to minimise light spillage outside the site.

• The run round sidings will be lit at low level by walkway lights to minimise visual impact.

• Locomotive and yellow p lant s tabling s idings, a m aintenance depot and fuelling point, and wagon cripple sidings are all provided in line with the requirements of the FRS.

• Access to the depot is via a barrier controlled level crossing, but the office buildings and car par king ar e s ituated o utside t he r ail b oundary t o minimise movements ac ross t he crossing.

• The rail site will be a high security site with access controlled by gate (incorporating the level crossing). The general administration offices and car parking will be outside this high security area to ensure that only authorised personnel enter it.

• Almost all the site footprint appears to be within one common field boundary, minimising land take and site acquisition.

• The ex isting gas f eeder s tation is s afeguarded and r etained on i ts c urrent f ootprint.



8.3 Site operation

The schematic track layout is shown below.

Figure 17 Concept Depot Schematic

It i s i ntended t hat t rains o r r ailborne pl ant ar riving at t he I MD will r un into t he run r ound sidings. Where appropriate, trains could be taken from here direct to HS2. Other trains will be shunted into t he storage s idings to be he ld ready to go on to possessions later. T rains with materials for the storage area (S&C components, sleepers etc.) will be shunted into the storage yard f or unl oading. I t i s e nvisaged t hat t he de pot will r equire one s hunting locomotive to perform these functions.

Yellow plant, ‘thunderbird’ locomotives and other HS2 on track equipment will be maintained and fuelled at the maintenance depot in the North corner of the site, and storage sidings are also provided to stable locomotives while waiting for duty at the neck of the yard.

Covered m aterials s tores w ill a lso be within t he r ail ar ea. T he c hord line and ot her r ail routes ( EWR and H S2) will pr ovide nat ural s ecurity, but t he r ail s ite will b e f enced with security fencing, and access will be strictly controlled. The only road access will be via a level crossing. Other site activities (offices, car parking, non essential stores and the Light Maintenance D epot) will b e l ocated out side t his s ecurity area on land t o t he N orth of t he site.

Trains being prepared to g o ont o pos session s ites o n HS2 will be f ormed on t he s torage sidings, ei ther f rom incoming t rains or f rom wagons l oaded i n t he s torage area w ithin t he depot. Trains will be pulled out into the run round sidings and taken down to Twyford loop


Page 29

ready for despatch onto HS2. It is envisaged that propelling movements will be minimised, and that in normal service only t rains being shunted into the depot will be propelled. I t is envisaged that t he m ajority of possession t rains o n H S2 will be ‘ top an d t ailed’, which minimises the number of run round moves which are required at the IMD or at Twyford.

8.4 West end connections

A sub option of the depot design has been examined, to provide connections between the stabling sidings at the Western buffer stop end, to allow locomotives to run round incoming trains. Connection to the EWR line is not possible at this point, due to the line being carried over HS2 on an overbridge. The location of the headshunt is constrained by the need to avoid the Pressure Reducing Station.

The connections for this sub option shown in the diagram, below.

Figure 18 West end connection sub option

The effect of the sub option is to reduce the length of the stabling sidings, as demonstrated in the table below:

Usable standage on siding

Single Ended Option Double Ended Option

Siding No. 01 775m 537m






Figure 19 Comparison of siding lengths: single and double ended

There is limited opportunity to move the yard neck eastwards, because of the tie-in with the chord line and the EWR line. The trade off between maximising the length of storage and increasing o perational f lexibility i s t herefore c lear. Our c onclusion i s t hat the add itional operational functionality offered by this sub option is outweighed by the loss of siding length, and therefore the run round option should not be adopted.



9 Calvert Waste Plant 9.1 Rail Access

This report has not reviewed, in detail, the facilities to be provided for WRG at a relocated Calvert terminal site. It is understood that this will be on the east of the Aylesbury – Claydon line parallel to the existing sidings and near the footprint of site 3.2. It is proposed that the existing sharply curved chord line from Claydon London North Eastern (LNE) Junction will be retained in its current location to minimise environmental impact, and that HS2 formation will be adjusted to provide space for this.

The proposed depot location means that the new shallower curved east to north chord can be used for HS2 access, and it is proposed that no use is made of the existing chord, which will only carry Aylesbury - Milton Keynes passenger trains and freight services. Therefore no c onnections h ave b een pr oposed b etween t he Network R ail line and H S2 at C alvert, though this could be provided if des ired. In concept, we believe that the waste depot will require two sidings at least 800 metres in length (to provide movement of the train under a static gantry s ite as at pr esent) or 2 x 400 m etre s idings w ith f ull Rail M ounted G antry (RMG) access to the length of the train.

Road access to the site will be via a new overbridge to a new circulating area on the east side of the terminal, which is one of the reasons why site 3.2 is not considered suitable for the IMG.

Drawing number HS2-ARP-07-DR-RW-00011 Issue 1.0 shows an indicative layout for the WRG, shown on the following page.


Page 31

Figure 20 WRG Depot



9.2 Heat and power generation

The Calvert WRG plant already runs a local power station, fed by methane generated from the landfill area. The landfill will continue to generate methane through the life of the IMD project, and it would appear appropriate to consider using this as a source of fuel for heat and power generation purposes, possibly though a small combined heat and power plant, located alongside the IMD.

This would potentially allow the IMD to become independent of grid power and gas supplies and would be an a ppropriate ex ploitation of an av ailable c arbon neutral e nergy s ource. Further development of this option in conjunction with WRG would be appropriate.


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10 Use of site as a potential construction depot As par t of t his pr oject, discussions h ave b een h eld with t he Arup team r eviewing construction logistics, and options for supplying track materials to HS2. In principle the IMD could provide all or part of this function, though the site is probably too small to handle all the trains required for the two year construction phase. There appear to be two options to supplement capacity.

10.1 Additional land take

It would be possible to provide additional sidings on a short term basis, with restoration of the a dditional site after construction ha d been c ompeted (as happened on the H S1 Beechbrook Farm depot). This would be possible, and such sidings could be to the north of the c hord line on a djacent agr icultural l and. S ome of t he ot her s ites c onsidered i n t his report (and specifically site 3.2) may also be suitable for temporary use.

10.2 Use of other supplementary depots

There are two other s ites which are located on the East-West route, and which may have capacity to act as secondary materials supply depots. Neither of these sites could support GC gauge traffic, and their remoteness from the HS2 connections and route access limitations may restrict their usefulness. However they both have the capability of providing the required additional capacity for a short period at minimal capital cost and environmental impact.

The MOD site at Bicester is described below, and may have the capability to handle trains for HS2 track lying, though access to the site may be difficult.

Network Rail established a site to supply West Coast Route Modernisation (WCRM) requirements at the WRG Stewartby terminal, near Bedford on the EWR line (some 17 miles away). The depot performed the role of a classic Local Distribution Centre (LDC), and had ballast stockpiling and spoil disposal facilities, as well as engineering train storage. There were however problems with operating long (600 metres+) trains because of an automatic half barrier crossing to the east of the site.

The terminal is now out of use following the completion of WCRM, and could therefore be adapted for use as a secondary stocking option for HS2 track laying.

Because of the distance from the HS2 route this depot has not been evaluated for suitability as an IMD.



11 Bicester MOD Depot As part of this review, Arup suggested and HS2 agreed that consideration should be given to the possibility of use of land at the MOD depot at Bicester to perform the functions of an IMD. No discussions have been held with MOD.

The Bicester depot is a massive complex which controls most of the stores for the British Army. It is administered by the Defence Storage and Distribution Agency (DSDA), and the rail operation is managed by DSDA Rail and Container Services (DRCS). There are over 30 m iles of t rack on the 1,500 acre s ite which dispatches t raffic by rail over a connection with EWR line a t B icester T own s tation. D RCS owns its o wn l ocomotive f leet and r ail operational personnel. The rail connection and exchange sidings face towards Oxford.

DB Schenker has a contract with DSDA to move equipment around the country and through the Channel Tunnel, and operates at least one train per day between Didcot and Bicester. The maximum t rain l ength t hat c urrently c an be ac commodated i nto t he s ite i s approximately 500 metres, though this could be increased with track alterations

MOD has been seeking to open the site to commercial use (initially in the distribution sector) which would b e c ompatible with t he c urrent s ite us es. A n o pen day was h eld in 2 009 to canvas possible pr ivate sector support, though to date no f irm plans have em erged. T he site has the benefits of high security, available development land with good rail access and limited planning restrictions, and very good road access to the A41 and M40.

However the site is 8 miles from Claydon Junction, and is only cleared to Network Rail W8 gauge ( though t here ar e i ndications t hat D fT may c onsider f unding an i ncrease t o W10 gauge for 9’6” containers as part of the EWR project). There are 6 overbridges on the route which m ay limit t he options f or gr eater ga uge c learance ( one of t hese o verbridges i s t he Chiltern L ine Princes R isborough – Aynho J unction route) t o per mit t he pas sage of G C gauge v ehicles. T he c onnections at Bicester f ace t he w rong d irection, while i n f uture t he EWR and Chiltern Bicester – Oxford s ervice proposals m ay limit ac cess opt ions bet ween Bicester and Claydon.

For this reason it appears unlikely that a site at Bicester could fulfil the function of an IMD and provide strategic access to HS2 on a daily basis, because of its distance from the route. There c ould h owever b e considerable m erit i n c onsidering locating additional temporary facilities here for the track laying phase of the project, and it would be worth conducting at least a n i nitial c onversation w ith D SDA t o u nderstand what pot ential f acilities c ould b e offered.

Appendix A Functional Requirements Specifications


Page A1

A1 Introduction This F unctional R equirements S pecification s ets o ut t he k ey r equirements f or an HS2 Infrastructure maintenance\depot (IMD). It is the result of discussion between the HS2 and Arup teams. Any design for an IMD must confirm to the requirements of this specification. This document is intended at this stage to be a discussion document, rather than a conclusive statement of needs, and the intention is that this forms the basis of discussions and consultations with stakeholders within HS2 and the wider rail business.

A1.1 Purpose

There will be three light maintenance depots on HS1, where track and infrastructure maintenance g angs will b e l ocated, and t ravel t o worksite b y r oad t ransport. S tocks o f consumable spares will be kept on site. One of these three depots will be in the London area, one near Birmingham, and the third will be located at the IMD.

In the case of major infrastructure work, involving heavy maintenance and renewals, and rail delivery of r eplacement t rack materials will b e s upplied f rom a c entral I nfrastructure Maintenance Depot (IMD). The prime functions of the IMD are:

• Provide a base from which all rail based infrastructure maintenance activities are resourced a nd m aterials s upplied f or t he whole of t he s outhern t runk s ection o f H S2 (Euston – Birmingham inclusive).

• A c entral s upply p oint f or all e ngineering ( track & O LE) m aterial t hat r equires t o be delivered to site by rail plus strategic materials stocks

• A fuelling, servicing and stabling facility for:

o HS2 rescue and recovery locomotives

o HS2 on track plant (including GC gauge vehicles not able to travel on the National Rail network)

A1.2 Assumptions

This document makes the following assumptions:

• Standard t rack materials common across the high speed and classic rail networks will be supplied by Network Rail from their own Local Distribution Centre (LDC) and transferred to HS2 via the IMD, which will act as the storage and interface point. Track components s pecific t o HS2 will be s tored at t he I MD, which will ac t as t he s trategic supply point for the line.

• Excluding yellow plant moves, the maximum number of possessions to be supplied from the IMD is 2 on any working night, and the maximum number of possession train to be supplied onto HS2 is 4 on any working night.

• Track materials s upplied by t he I MD will b e l imited principally to b allast, s poil, r ail, sleepers, S &C, an d O LE ( masts and wiring). I t i s a ssumed t hat m aterials f or pur ely road b ased m aintenance operations would be h eld at t he L ight Ma intenance depots, and not normally be handled by the IMD (except for those items held by the local depot).

• Except where specifically stated in this document all materials wagons used to supply HS2 will be b uilt t o a g auge c ompatible with t heir m ovement on t he National R ail network (maximum Network Rail W8 gauge).

• Ballasted t rack w ill be t he us ual s pecification f or ope n a ir s ections.


Page A3

A1.3 Ballast

The ballast for HS2 will conform to the normal UK Network Rail track ballast specification. Ballast will be supplied by Network Rail, either in standard NR/HS2 ballast wagons (hoppers or side tippers) or in High Output Ballast Cleaners. Rolling Stock would probably be owned by a 3 rd party. A ll t rack bal last will be loaded at N etwork R ail s ites, and t here w ill b e no ballast stockpiling at the IMD. The following requirements are identified for track ballast:

• The minimum ballast stabling siding length is 400m. At least one siding must be 775 metres in length to allow for storage of an HOBC.

• The HOBC will be serviced and restocked at another site and not at the IMD.

• The nu mber of bal last s tabling s idings pr ovided m ust be equa l t o t he m aximum number of ballast trains planned to be supplied to all sites on HS2 on one working night, plus 50% for contingency.

• Passive provision will be made for a temporary ballast stock pile of 10,000 tonnes of ballast.

A1.4 Rail

HS2 will be laid with UIC 60 specification rail. Rail will be supplied by Network Rail, normally in 216 m etre s trings on L ong Welded R ail ( LWR) s ets or i n s ingle 20 m etre length on conventional wagons. Rolling Stock would probably be owned by a 3rd party. All rail will be loaded at manufacturing p oints (Corus S cunthorpe or NR E astleigh pl ant) and w ill not be unloaded at the IMD. The wagons used to bring materials from the National Rail; network will be used to drop rail on the HS2 trackbed. Where appropriate scrap rail will be reloaded to these wagons and returned to Network Rail for disposal or reuse.

The Track Renewal Train (TRT) does not form part of this section (see sleepers below). The following requirements are identified for handling rail:

• The minimum rail stabling siding length is 400m.

• One line will be provided for stabling rail wagons (LWR sets or individual wagons).

A1.5 Spoil

Spoil ( used bal last) will b e br ought f rom pos session s ite t o t he I MD, a nd h anded o n t o Network Rail for disposal at an LDC. Rolling Stock would be owned by a 3rd party. Spoil will not constitute hazardous waste. No spoil will be unloaded or handled at the IMD

The following requirements are identified for handling rail:

• The minimum ballast stabling siding length is 400m. At least one siding must be 775 metres in length to allow for storage of an HOBC.(see section A1.4 ‘ballast’ above).

• the number of spoil wagon stabling sidings provided must be equal to the maximum number of s poil t rains p lanned to be s upplied to a ll s ites on HS2 on one working night, plus 50% for contingency.

A1.6 Sleepers

Sleepers specified on HS2 will be monoblock or twin block concrete bearers with a maximum w idth of 2, 500 m m. S leepers w ill be s upplied f rom t he N ational R ail ne twork, either on 20 metre wagons (Salmons) or as part of the Track Renewal Train (TRT), where scrap sleepers are recovered from the trackbed in a possession they will return to the IMD on the wagons and will be sent on to a Network Rail LDC for recycling. Sleepers will not be stored on site at the IMD.

The following requirements are identified for handling sleepers:


Page A4 Ove Arup & Partners Ltd

• The minimum sleeper stabling siding length is 400m.

• At least one siding must be 775 metres in length to allow for storage of the Track Renewal Train (TRT).

• The TRT will be serviced and restocked at another site and not at the IMD.

A1.7 Switches & Crossings (S&C)

It is assumed that S&C will be specific to HS2 and will not be comparable to Network Rail units. C omponents ( switches, c rossings, be arers, p oint m otors, s tock r ails et c.) w ill be stored at the IMD. The IMD will also act as an initial build up area for new S&C units, and transportation to site may be carried out by rail (using GC gauge sleeper carriers along the pattern of similar units being introduced by Network Rail.

The following requirements are identified for handling S&C:

• New build up area required for S& C units – 150m x 20m.

• At least one dead ended siding required with a usable length of at least 200 metres, and access by crane or forklift from both sides of the track.

• build up area to have rail access for loading possession wagons.

• build up area to have road access for material deliveries.

• Component stock area required.

• stock area to have rail access for loading possession wagons.

• Stock area to have road access for material deliveries.

• S&C handling to be by overhead crane (2 heads).

A1.8 OLE

It i s as sumed t hat O LE m aterials will b e s pecific t o HS2 and will n ot b e c omparable t o Network Rail equipment. Components (masts, insulators, registration arms, droppers, catenary wire, contact wire etc.) will be s tored at the IMD. T ransportation to s ite may be carried out by rail (using a specific wiring train) on rail or road/rail equipment, or by road.

The following requirements are identified for handling OLE materials:

• Component stock area required.

• stock area to have rail access for loading possession wagons.

• Stock area to have road access for material deliveries.

• stock area to have road access for road or road/rail vehicles.

• At least one dead ended siding required with a usable length of at least 200 metres, and access by crane or forklift from both sides of the track.

• handling to be by forklift truck.

A1.9 Miscellaneous

In addition to the above items, the IMD will also stock standard components for the following systems:

• Track drainage.

• Cable troughing.

• Consumables for track treatment such as de icing fluid, sandite etc.


Page A5

A1.10 Fuelling and servicing

On track plant and rescue locomotives will require fuelling, servicing and light maintenance facilities. It is assumed that heavy maintenance (including tyre turning) will be undertaken elsewhere, but i t i s possible t hat G C gauge equipment will not be a ble t o ac cess ot her depots off the network, and road movement may have to be considered.

The following requirements are identified for fuelling and servicing:

• Fuelling facilities for two locomotives or on track vehicles at a time.

• Fuel storage tanks of at least 100,000 litres capacity.

• Full fuel spill recovery facilities to be provided.

• Gas oil to be delivered by road.

• Fuelling siding to be double ended and at least 100 metres length.

• servicing shed to be provided with:

o Single road.

o Covered shed with lighting, heating and closable end doors.

o Fitted with fume extraction equipment.

o Provided with under floor pit.

A1.11 Crippled wagon facilities

The IMD will be provided with a separate siding where crippled or defective wagons can be repaired and returned to use or moved off site.

The following requirements are identified for cripple facilities:

• One dead e nded s iding of at l east 10 0 m etres l ength with t he m eans t o isolate t he points to prevent unauthorised shunt moves into the siding.

• Lighting.

• Under floor inspection pit.

• Road access f or a heav y lift ( 45 tonnes) c rane or l ow l oader t o r emove wagons f rom site.

• Full concrete apron capable of 25 tonne point loads for wagon jacks.

A2 General Requirements The following requirements have been identified for the IMD:

A2.1 General

• The IMD will be located approximately m idway along the HS2 route with the objective

that engineering pos session t rains c an reach a ny worksite al ong the r oute within o ne hour (assuming 100 kph running).

• The I MD will be op erational and ac cessible by r ail at a ll t imes. C apable of 2 4hours operation 7 days per week.

• The site will be lit throughout, but mindful of avoiding energy waste and light pollution to the vicinity of the area.


Page A6 Ove Arup & Partners Ltd

• The m ajority of m aterials will arrive b y r ail, with access road being used only for l ight equipment or as a last resort.

• The site shall be made available from an early stage, and it can be considered for use as a construction site/depot for HS2 during construction stage.

• The site will be practically level throughout.

A2.2 Rail

• A connection will be provided onto the classic network, so that trains can access/ egress the maintenance depot without having to go onto the HS network.

• Where possible the IMD should be capable of direct access from both directions of the neighbouring National Rail route.

• The IMD must be capable of providing direct access to HS2 in both directions.

• Speed - minimum 25 mph c onnections f rom E ast-West R ailway m ainline t o at least 1 Reception Line. Other connections can be low speed (nominal 5 mph).

• Minimum curve radius for connecting tracks will be R=400m, for sidings will be R=200m. Sidings to be as straight as possible.

• All track to be specified for RA10 loads.

• All IMD lines, including Reception Sidings and link lines connecting the IMD with HS2, will be cleared to GC gauge.

• The maximum length trains that will be handled at the IMD and onto and off HS2 will be 750 metres.

• Shunting necks will be provided to allow repositioning of 750m trains without occupying the main running-line.

• The depot reception lines and all running loops shall be electrified at 25kV AC (and be capable of local isolation), all other lines within the depot shall not be electrified.

• There should be a minimum of 6m between the running edge of the main lines, and any depot facilities.

• Provision will be made for stabling one or more diesel “Thunderbird” rescue / recovery locomotives. T hese l ocos would a lso work engineering t rains on HS2 (as t hey w ill be fitted with all the necessary cab signalling, whereas locomotives arriving at the depot off the classic network will probably not be so equipped).

• Track spacing within depot layout will be based on 5m running edge to running edge to permit safe staff access to all tracks.

• The IMD will be signalled on Network Rail s tandard principles to a llow access by non HS2 locomotives and trains.

• A num ber of s idings s hall be pr ovided i mmediately adj acent t o t he H S l ine as an emergency recess facility in the event of failures, in addition to provide a recess / run round facility for engineering trains.

• HS2 s hall not pr event the i ntroduction of a f ull r ange of s ervices o n t he A ylesbury – Claydon and Oxford – Bletchley routes, as proposed by the East West Rail Consortium.

A2.3 Depot

• The IMD will be securely fenced on all sides (with lockable gates at the rail entrances interlocked with depot signalling).


Page A7

• Road access will be provided.

• Depot facilities shall include the following:

o Office accommodation.

o Shower block and mess room for maintenance staff.

o Stores.

o First aid room and facilities.

o Car parking.

o Separate workshops for electrical plant & mechanical equipment.

o Gantry crane accessing road rail.

o Storage areas.

o Access road direct from the depot to the HS2 trackside.

o Helicopter landing pad.

o Depot to be provided with a backup power supply.

Appendix B Drawings


Page B1

B1 General Site Layout Concept Plans

Drawing Numbers:






www.arup.com

T +44(0)121 213 3000 F +44(0)121 213 3001

Solihull, West Midlands B90 8AE

The Arup Campus, Blythe Gate, Blythe Valley Park

Feasibility Study

High Speed 2

Rail

1:2500209742-00

Infrastructure Maintenance Depot

Route 3


/ /220610 HW RD PH

For Co-ordination

1.0

2.0

/ /090710 HW CL PH

For Approval

2.0

Waste Recycling Group Depot

For Approval

J:\209000\2

09742-0

0\4 Intern

al Project

Data\4-0

3 Dra

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7_Line_of_

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RP-0

7-D

R-R

W-0

0011.d

gn

Proposed WRG Calvert Terminal

N

Total 1 no. of Rail Mounted Gantry Crane

Access Road (Double lane)

Connects to East - West Rail

< To Birmingham

To Aylesbury >

To London >HS2

A

A

SP

Pond

84.1

m

84.4

m

Water

Sports

Drain

Ground

Water

Drain

19

12

TC

B

Ground

Sports

Track

88.5

m

88.7

m

91.7

m

17

Track

Water

Pond

El

Sub Sta

Calv

ert

85.0

m

Nature

Reserve

Drain

85.0

m

85.2

m

Letter

Box

6

BRACKLEY LANE

1

Shelt

er

Werner

Terrace

Lakeside

90.5

m

MP.2

5

Pavilio

n

MP 15

7

Water

11

1

8

Hazelb

ach

Pond

7

Pond

13

Drain

Sports

Ground

MP 15

8

Track

Decoypond

Wood

Pond

MP.7

5

Track

Water

Track

Drain

85.6

m

Drain

SP

Track

Pavilio

n

Pond

Track

MP.5

Pond

Track

Sports

Ground

Drain

Drain

Drain

Drain

Pond

Decoypond

Wood

Drain

WB

Drain

Ponds

47

KIL

N

CL

OS

E 54

48

CO

TS

WO

LD

S

WA

Y

KIL

N

CL

OS

E

61

23

18

44

6

19

1

14

28

5

RUSTICS

CLOSE

79

1

47

12

CO

TS

WO

LD

S

WA

Y

38

38

1

16

4

SANDY ROAD

El

Sub Sta

25

SANDSTONE

7

40

75

CLOSE

63

7

12

14

10

20

17

BRINDLES CLOSE

1

2

7

TU

SC

AN

S

CL

OS

E

Pu

mp

12

5

21

22

14

10

17

10

14

8

95

83

81

93

11

16

12

52

58

48

15

19

22

20

23

22

18

24

97

10

14

1

6

17

2

21

7

103

12

WAY

62

Calv

ert

Green

Co

mmunit

y

Hall

12

20

14

1

1

BRICKHILL

3

HEATHERS CLOSE

Pla

yground

LB

24

7

30

34

66

Mast

Pond

Pond

Track

Ward BdyDef

Def

FW

FW

1.2

2m

RH

1.22

m R

H

1.2

2m

RH

1.2

2m

RH

ED & Ward Bdy

Ward BdyWard Bdy

5m25m5m4m

HS2East - West Rail Access Roads

(Single Lane)

Proposed WRG Depot Cross-Section

Section A-A

WRG Depot Sidings

Fence Fence

4.5m10m10m4.5m

Gantry Crane

Standage 400m

100m100m

Proposed WRG Depot Schematic

To Birmingham To London

To Aylesbury

To Claydon

Key

Turnouts - 40kph (25mph)

HS2 Rail (Route 3)

EWR

400.000

100.000

New bridge over railway

100.000

Access Road (Single lane)

< To Claydon

Calvert

A1 A

9

B C D E F G H I J K L M N O P

Drawing No

Drawing Status

Discipline

Scale at A1

Job No

Issue

Drawing Title

Issue Date By Chkd Appd

Job TitleClient

10

8

7

6

5

4

2

1

3

Do not scale ' Arup

Reproduced by permission of the Ordnance Survey on behalf of Her Majesty’s Stationery Office ' Crown

copyright and database right 2009. All rights reserved. Ordnance Survey Licence number 0100049190.

Key

HS2 Track (Route 3)

EWR

Access Roads

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T +44(0)121 213 3000 F +44(0)121 213 3001



J:\209000\2

09742-0

0\4 Intern

al Project

Data\4-0

3 Dra

win

gs\0

_Dra

win

gs\0

7_Line_of_

Route\M

ainte

nance D

epot\

HS2-A

RP-0

7-D

R-R

W-0

0010.d

gn

Rail

Feasibility StudyHigh Speed 2

Interactive MapInfrastructure Maintenance DepotRoute 3

For Information1:5000

209742-00


/ /160610 HW CL PH

For Information

01N

01

02

04

03

05

06

07

08

09

10

200.000

To L

ondon

To Oxford

To Bir

min

gha

m


Waste Depot

Standage 775m

Sta

ndage

800

m

To Bletchley

Standage 800m

Concept Depot Schematic

Key

Depot Tracks (25kv OLE)

Depot Tracks



Route 3 Tracks

Network Rail Tracks

H

A0 A

1

B C D E F G H I J K L M N O P Q R S T U V W

Drawing No

Drawing Status

Discipline

Scale at A0

Job No

Issue

Drawing Title


Job TitleClient

2

3

4

5

6

7

8

9

10

11

12

13

14

15

Do not scale ' Arup



Draft & Confidential

justin.buchanan

Typewritten Text

justin.buchanan

Typewritten Text

justin.buchanan

Typewritten Text

justin.buchanan

1.0

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1.0

justin.buchanan

White Square

justin.buchanan

White Square

justin.buchanan

White Square

justin.buchanan

White Square

justin.buchanan

For Coordination

justin.buchanan

For Coordination

justin.buchanan

Title box

justin.buchanan

2.0

justin.buchanan

For Approval

justin.buchanan

For Coordination

justin.buchanan

Logo white

justin.buchanan

New Stamp

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Logo white

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Feasibility Study

High Speed 2

Rail

1:5000209742-00


Route 3


/ /110610 HW CL PH

1.0

2.0

For Comment

Initial Depot Layout

Rail Features LegendJunction/Depot Tracks

HS2 Track (Route 3)

EWR

/ /090710 HW CL PH

For Approval

2.0

For Approval

J:\209000\2

09742-0

0\4 Intern

al Project

Data\4-0

3 Dra

win

gs\0

_Dra

win

gs\0

7_Line_of_

Route\M

ainte

nance D

epot\

HS2-A

RP-0

7-D

R-R

W-0

0009.d

gn

N

Depot S

hed

Varsity

Line

Varsity

Line

Sidin

gs 4

00

m

Depot Schematic

To London

To Oxford

Siding 1200m

Sidin

g 7

75

m

Key

Junction / depot Tracks

Turnouts - 40kph

Turnouts - 80pkh

Route 3 Tracks

Network Rail Tracks

To Birmingham

To MiltonKeynes

Route 3

Depot Sidin

gs x 4

Depot Sidin

gs x 2

30m Shunt

30m Shunt

A1 A

9


Drawing No

Drawing Status

Discipline

Scale at A1

Job No

Issue

Drawing Title


Job TitleClient

10

8

7

6

5

4

2

1

3

Do not scale ' Arup



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T +44(0)121 213 3000 F +44(0)121 213 3001



Feasibility Study

High Speed 2

Rail

1:5000209742-00


Route 3


/ /110610 HW CL PH

1.0

2.0

For Comment

Rail Features LegendDepot Tracks (25kv OLE)

Depot Tracks

HS2 Track (Route 3)

EWR

Access Roads

/ /090710 HW CL PH

For Approval

2.0

Overall Depot Concept Plan Layout

For Approval

J:\209000\2

09742-0

0\4 Intern

al Project

Data\4-0

3 Dra

win

gs\0

_Dra

win

gs\0

7_Line_of_

Route\M

ainte

nance D

epot\

HS2-A

RP-0

7-D

R-R

W-0

0008.d

gn

Storage and Lay

-down Ar

ea

Workshop

Storage

Site Bou

ndary (H

igh Sec

urity Fen

cing)

Gate H

ouse

Main

Depot E

ntrance

Administra

tive

Office B

uilding

Car Par

k

Car Par

k

Light Maint

enance

Office B

uilding

Sub Station

Helicopter

Landing Pad

Fuel Pla

nt

Fuelling Poi

nt

Locomotiv

e

Maintena

nce De

pot

Total 2 n

o. of Ra

il Mounted

Gantry C

ranes

Total 15 no. of P

ortal Lig

hting St

ructures

Crippled Wago

n Stabli

ng Sidin

g

New Brid

ge

Over Exis

ting Railwa

y

Retain

Existing

Sub Station

Total 6 n

o. x 775

m of OPEN S

TABLING S

IDINGS

Run Ro

und Sidings

(25Kv O

LE)

Access Ro

ad

HS2 Route

Road Diver

sion

Locomotiv

e Open Sta

bling Si

dings

Retain

Existing

Pressu

re Redu

cing Station

100.000

N

MP.5

Pond

Pond

SP

Pond

Drain

MP.25

PORTWAY ROAD

Portway Farm

Grebe Lake

Railwa

y

Pond

(disuse

d)

87.4m

89.0m

86.0m

FB

Drain

FB

Drain

85.2m

Mill

84.1m

Stars Cottage

Pond

83.9m

85.6m

Pond

91.9m

Mill

Stre

am

Weir

FB

83.1m

Seven

Path (

um)

Drain

Track

Mill R

ace

Padbury Brook

83.6m

Sluice

89.1m

Three Bridge

Path (um)

Pond

84.2m

83.8m

Pond

Dis

mantle

d Railw

ay

Drain

Silo

Drain

Drain

Pond

Drain

90.7m

Path (u

m)

Pond

SP

Pond

MP 13

MP

SP

SP

90.6m

86.6m

Pond

SP

92.8m

88.7m

Nature Reserve

Pond

Water

House

Shepherd’s

Grebe Lake

Pond

89.6m

Dis

mantle

d

Railw

ay

Furze Farm

Club

Water

Pond

85.7m

Drain

85.6m

Cattle Grid

83.5m

Pond

85.3m

86.9m

Drain

87.8m

Briarhill

Lake Farm

Pond

Stone Court Farm

Pond

Pond

91.9m

5

Pond

85.6m

MP.25

Pond

86.4m

1

Pond

Ponds

Path (u

m)

84.6m

88.9m

Pond

El Sub Sta

Pond

88.5m

Rosehill Farm

Pond

Path (u

m)

84.1m

Poors’ Piece

92.3m

Pond

SP

84.4m

Calvert Cottages

85.5m

90.1m

18

20

40

45

IS

LA

ND

13

11

Pippins

13

3

86.9m

FB

15

45

Pond

9

34

CL

SP

22

17

1

4

17

1

3

Cottages

52

25

58

Willow Farm

16

AD

DIS

ON

RO

AD

TH

E

Surgery

West End

9

81.1m

29

24

5

18

40

14

6

1

6

35

19a

4

24

West End

23

38

40

35

26

36

38

Redland Bridge

Thistle

do

wn

48

Acorn

PH

85.4m

20

25

16

Chestnuts

Treetops

29d

Ho

melea7

10

12

14

2

5

Nightingale

6

1

52

22

27

34

39

6

El Sub Sta

30

52

Hog Bridge

11

101.4m

3a

613

7

42

44

12

Poors’ Piece

60

Roof

48

1

Path (u

m)

Pond

1

80.6m

12

8

Claydon

27

23

30

28

19

33

STREET

TAURUS

41

SHINFIE

LD

CL

OS

E

West End Far

m

Cottages

41

Steeple

View

WEST END

CLOSE

24

Pond

Jaysdale

1

Willo

wdene

Mulb

erry ho

29b29a

49

47

32

3

26a

64

6

14 6

HIL

L

Path (um)

54

43

3c

95.3m

16

15

8

10

Far

m

3b

Depot

14

16

RE

DL

AN

D

CL

OS

E

1

89.6m

29

7

Oriel

37

3

11

VIC

AR

AG

E

CL

OS

E

CH

AL

ONERS

44

85.4m

7a

FB

2

27

12

11

84.7m

CO

RO

NA

TIO

N

PL

AC

E

CO

BB

ET

TS

MO

UN

T

Falkla

nds

Clos

e

Pond

12

46

41

83.0m

5

Sibylla

1

Red

32

WEST

15

3

VIC

ARAGELANE

50

Pond

Pond

81.7m

1

30

29c

Woodhouse

Church

1

26

Hillside

12

218

5

37

35

Half

ways

83.0m

27

1

PO

7

40

36

54

El Sub Sta

8

5

1

6

2

1

20

Chelw

ood

1

45 2

1

28

26

56

100.3m

WHIT

ES

CL

OS

E

AS

HG

RO

VE

VIC

TO

RY

RO

AD

7

5

11

2

82.6m

Four

Gable

s

42

712

52

TCB

GR

EE

NW

OO

D

PL

AC

E

53

5

52a

16

58

HIL

L

10

52

3b

CH

AL

ON

ERS

28

3

7

12a

West End

38

12

5

VIC

AR

AGE CL

WHITES CLOSE

1521

Sta

7

3CL

OS

E

814

Vicar

age

Ct

1

59

3a

Tel

Sub

20

64

THE P

AD

DOC

KS

Bakery

VIC

TO

RY

RO

AD

WEST

STREET

84.7m

6

SHINFIE

LD

Ex

48

The

Old

38a

PO

UN

D

CL

31

The

Bungalow

54a

54b

42

Elm Tree Farm

Thorneycroft

Oakfield Honey Farm

1

4

10

68

1.22

m

RH

CS

Def

ED

&

Ward

Bdy

1.22

m

RH

Def

FF

1.2

2m

RH

ED

&

Ward

Bdy

Def

Def

Def

1.2

2m

RH

1.22m

RH

ED

&

Ward Bdy

Pond

Pond

Pond

Pond

Pond

Pond

Path (um)

Path (u

m)

Pond

Footbridge

Pond

Blackmoorhill

Pond

Pond

88.2m88.2m

High Leigh

QUEEN CATHERINE ROAD

90.9m

WAY

9

77

1

2

NIG

HTIN

GALE

14

MO

UNT

109.5m

SPIN

NE

Y

CL

OS

E

Police

7

3A

SA

ND

HO

LM

E

ST MICHAELS

10

61

Clematis

2

Pond

Ivy

1

2

MP .75

73

103.7m

Path (u

m)

3a

Pear Tree House

15

2

7

46

109.1m

50

104.2m

3B

95.5m

Path (u

m)

38 CH

UR

CH

Church End

LB

1

1

Camp Close

1

Downe

44

2

12

Jasmine Cottage

The Phoenix

Pond

Manor Farm

Manor Farm

Church

Cottage

Path (um)

2

107.6m

1

Path (u

m)

9A

4

VIE

W

Earthwork

Foxgloves 70

FORGE

76

56

42

CLOSE

24

Path (u

m)

Allotment Gardens

18

55

3

41

BU

CKIN

GH

AM

RO

AD

Cottage

Vicarage

59

Pond

23

LB

Pond

MP .5

5

40

Path (u

m)

45

53

79

Station

Camp Barn

Pond

2

32

106.1m

Library

El

Sta

Garage

St Michael’s

46a

Little Rising

Sub

Pump

Posts

House

Level Crossing

8

65

106.1m

PLE

AS

ANT

Pond

CL

OSE

13

22

46

33

(PH)

98.1m

11

Path (um)

10

9

9

107.1m

20

THE P

AD

DOC

KS

40

13

16

87

35

49

SA

ND

HO

LM

E

WA

Y

Sta

5

Path

1

Cottage

El

15

53

18

108.3

m

2

45

RO

OKER

Y

2

Pond

15

3

4

1

49

81

NIG

HTIN

GA

LE

SANDHOLME

6

1

42

43

14

MAPLE

Sub

46

28

14

6

148

22

6

6

39

12

MEADOWAY

Firethorn

3

LEYS

CL

OS

E

The Old Brick Yard(disused)

Ponds

PondsPonds

Ponds

Pond

(Kennels)

Pond

Rookery Farm

Path (u

m)

88.2m

87.3m

Pond

6

Railwa

y Cott

ages

1

90.7m

5

1.22

m R

H

Def

1.22

m

RH

1.22

m

RH

1.22

m

RH

1.22

m

RH

1.22

m R

H

1.22

m

RH

1.22

m R

H

Playing Field

89.6m

Gardens

Earthworks

88.5m

SCHOOL HILL

88.2m

87.7m

91.3m

Allotment

Hall

Grebe Lake

19

Grebe Lake

12

TCB

Track

88.5m

88.7m

91.7m

17

Track

Pond

El Sub Sta

Calvert

85.0m

Nature Reserve

85.0m

85.2m

Lett

er B

ox

6

BR

AC

KL

EY

LA

NE

1

Shelter

Werner Terrace

Pond

90.6m

Lakeside

90.5mPO

MP.25

MP 157

1

Water

11

Allotment Gardens

LB

1

8

Hazelbach

Pond

SCHOOL HILL

7

Pond

13

Drain

85.6m

Drain

Track

Pond

Pond Farm

Drain

Drain

Shrubs Wood

Drain

PondsThe Old Dairy

Granary Cottage

3

Cottages

6

4Cheshire

Cottages

Cheshire

12

1821

103

Mast

Track

Def

1.22m RH

Ward

Bdy

Def

Def

FW

FW

1.22m

RH

1.2

2m

RH

1.2

2m

RH

1.2

2m

RH

1.2

2m

RH

ED Bdy

ED

&

Ward

Bdy

ED Bdy

To L

ondon

To Oxford

To Bir

min

gha

m


Waste Depot

Standage 775m

Sta

ndage

800

m

To Bletchley

Standage 800m


Key


Depot Tracks



HS2 Track (Route 3)

EWR

H

A1 A

9


Drawing No

Drawing Status

Discipline

Scale at A1

Job No

Issue

Drawing Title


Job TitleClient

10

8

7

6

5

4

2

1

3

Do not scale ' Arup



www.arup.com

T +44(0)121 213 3000 F +44(0)121 213 3001



Rail

Feasibility Study

High Speed 2

1:10000209742-00

Environmental Features Legend National Parks

Flood Risk ZonesListed buildings

Area of Outstanding Natural Beauty

RAMSAR

World Heritage Site

SSSI

Special Areas of Conservation

Special Protection Areas

National Nature Reserves

Parks and Gardens

Scheduled Ancient Monuments

Historical Battlefields

/ /110610 HW RD PH

1.0

3.0HS2-ARP-07-DR-RW-00007


Route 3

Rail Features Legend

/ /010710 HW CL PH

2.0

For Co-ordination

J:\209000\2

09742-0

0\4 Intern

al Project

Data\4-0

3 Dra

win

gs\0

_Dra

win

gs\0

7_Line_of_

Route\M

ainte

nance D

epot\

HS2-A

RP-0

7-D

R-R

W-0

0007.d

gn

For Co-ordination


Depot Tracks

HS2 Track (Route 3)

EWR

Access Roads

Refer to DRG HS2-ARP-07-DR-RW-00011, Issue 2.0

/ /090710 HW CL PH

For Approval

3.0

Depot Concept Plan

For Approval

400.000

N

N

NN

N

To L

ondon

To Oxford

To Bir

min

gha

m


Waste Depot

Standage 775m

Sta

ndage

800

m

To Bletchley

Standage 800m


Key


Depot Tracks



HS2 Track (Route 3)

EWR

Plan B

Plan D

Plan AScale 1: 2500

Plan BScale 1: 2500

Plan CScale 1: 5000

Plan DScale 1: 5000

Plan A

Plan C

Twyford - HS2 Running Loops

LondonBirmingham

Chord to Depot

Calvert- WRG Relocated Terminal

Claydon

Aylesbury

Birmingham

Bletchley

Oxford

London

H

A0 A

1

B C D E F G H I J K L M N O P Q R S T U V W

Drawing No

Drawing Status

Discipline

Scale at A0

Job No

Issue

Drawing Title


Job TitleClient

2

3

4

5

6

7

8

9

10

11

12

13

14

15

Do not scale ' Arup



Draft & Confidential

Storage and Lay-down Area

Workshop

Storage

Site Boundary (High Security Fencing)

Gate House

Main Depot Entrance

AdministrativeOffice Building

Car Park

Car Park

Light Maintenance Office Building

Sub Station

Helicopter Landing Pad

Fuel Plant

Fuelling Point

Locomotive Maintenance Depot

Total 2 no. of Rail Mounted Gantry Cranes

Total 15 no. of Portal Lighting Structures

Crippled Wagon Stabling Siding

New Bridge Over Existing Railway

Total 6 no. x 775m of OPEN STABLING SIDINGS

Access Road

HS2 Route

Road Diversion Locomotive Open Stabling Sidings

Retain Existing Pressure Reducing Station

Drain

MP.25

89.0m

89.1m

Drain

SP

MP 13

MP

SP

86.6m

SP

92.8m

88.7m

Pond

Drain

MP.25

SP

Pond

1.2

2m

RH

Def

1.2

2m

RH

H

Retain Existing Sub Station

Run Round Sidings(25Kv OLE)

MP.25 88.9m

El Sub Sta

Poors’ PiecePond

SP

Poors’ Piece

85.4m

90.9m

MP .75

Pear Tree House

95.5m

Path (u

m)

LB

MP .5

Pond

Level Crossing

Pond

88.2m

90.7m

Foot Bridge

84.2

m

85.2

m

Church

gate

The

1

Church

Drain

Woodlands

Berry End

The

Gle

be

La

urel

Cotta

ge

Dismantled Railway

Lime

Church

Vie

w

Cay

FB

St

Mary’s

GRANGE CLOSE

Hawthorns

LA

NE

The

Pond

St

Mary’s

Path (u

m)

Lion

Pond

Padbury

Brook

Grange

Pond

Home

Avalo

n

So

merdale

Place

Pla

ying Field

House

Pavilion

Trac

k

Cresce

nt

Cla

ydon

Far

m

Pond

CH

UR

CH S

TR

EE

T

Old Red

Track

Track

House

Millbrook

House

The Leys

Drain

Beckydene

Meado

w

The

Linde

ns

Vie

w

Chilt

on’s

Dismantled Railway

Drain

PORTWAY

ROAD

86.0

m

Pond

Works

Pond

85.6

m

91.9

m

Track

Pond

Path (u

m)

Se

wage

Pond

Pond

Drain

1a

Calm

1.2

2m

RH

1.2

2m

RH

CS

1.2

2m

RH

Def

Proposed WRG Calvert Terminal

Access Road (Double lane)

400.000

Access Road (Single lane)

100.000

New bridge over railway

100.000

SP

19

12

TC

B

Track

88.7

m

91.7

m

17

Track

El

Sub Sta

Calv

ert

85.0

m

Letter

Box

6

BRACKLEY LANE

1Shelt

er

Werner

Terrace

Lakeside

90.5

m

MP.2

5

Pavilio

n

MP 15

7

11

1

Hazelb

ach

7

13

Sports

Ground

MP 15

8

Decoypond

Wood

Pond

MP.7

5

Track

Drain

SP

Track

Pavilio

n

Track

MP.5

Track

Sports

Ground

Drain

Pond

Decoypond

Wood

WB

Drain

Ponds

TU

SC

AN

S

CL

OS

E

12

14

10

95

93

22

18

24

97

10

14

1

17

2

21

103

12

WAY

62

1

BRICKHILL

3

66

Mast

Pond

Pond

Track

Ward BdyDef

FW

FW

1.2

2m

RH

1.22

m R

H

ED & Ward Bdy

Ward BdyWard Bdy

Documents

High Speed Two Ltd - Infrastructure Maintenance Depot (IMD)