CLIFTON WILFORD PLAN

APPENDIX 3

SUMMARY OF MAJOR CHANGES TO THE ALIGNMENT SINCE 2004 APPROVAL IN PRINCIPLE OF ALIGNMENTS.

Clifton via Wilford route

· operating to the east of the former railway embankment between Vernon Avenue and Wilford Lane, thereby removing impacts on a significant section of the former railway line Site of Importance for Nature Conservation (Appendix 6, paragraphs 5.1 – 5.9)

APPENDIX 6

NET PHASE 2 - CLIFTON VIA WILFORD. ALIGNMENT DEVELOPMENT

General comments

The text below summarises the main environmental impacts for the scheme as identified in the Environmental Statement. In general terms, the ES is required to assess the worst case rather than the most likely scenario.

Environmental Consultants ERM has undertaken the townscape and visual impact assessment following the standard Landscape Institute/ Countryside Agency method. This tends to overstate the townscape impacts because, for example, it has to be assumed that buildings that have to be demolished as part of the scheme will not be replaced, even when there is space to do so, unless the building replacement is part of the scheme. In practice, new development would be expected to take place. In general, sensitive landscaping proposals identified in the Urban Design Guide will be established to ensure a best fit of the tramway into the varied local environments along the routes.

The impacts identified in the text for townscape and visual impact below are those 15 years after the commencement of the operation and following, for example, the establishment of planting, settlement of earthworks and weathering of structures.

During the construction phase, there will be an impact on the setting, character and appearance of a number of listed buildings and conservation areas. However, a range of mitigation measures have been developed in the draft Code of Construction Practice (CoCP) which will minimise impacts on cultural heritage during the construction phase. There will also be construction noise impacts in a number of locations, in particular during enabling works and where demolitions are required. These will however mostly be of a short duration.

If NET Phase 2 does come into operation, parking will be carefully monitored on residential roads close to tram stops and preventative action, such as residents parking schemes will be introduced where appropriate and sought by residents.

THE ROUTE ALIGNMENT

3. Wilford Toll Bridge (Bridge, Clifton North Wards)

3.1 The tramway crosses Wilford Toll Bridge. The existing bridge, toll house, gateways, screens and kiosk are Grade II listed. Structural alterations to the bridge will make permanent changes to the listed structure with a replacement deck and two centre piers, strengthening of the foundations to the existing central piers, strengthening of the original approach arches, and the widening of the bridge width to accommodate the tram, pedestrians and cyclists. Up to 0.5m width will be removed from four brick pilasters on the inside of the bridge parapets. A listed building consent (LBC) will be required alongside the TWA.

3.2 The historic features will however be largely retained with the detailed design reflecting their listed status, with mitigation measures included to recognise and preserve the character and important views of the bridge. These measures and the detailed design will be developed in consultation with English Heritage and subject to approval by the City Council as local planning authority pursuant to conditions to the LBC and will ensure there is no significant residual impact on the listed building.

3.3 Further consultation with British Waterways will take place in relation to any impacts on the navigation on the river and with the Environmental Agency regarding the interface with the river. Measures will be included at the detailed design stage to deter other vehicles from using the widened bridge.

4. Wilford Village (Clifton North Ward).

4.1 From the Toll Bridge the tramway will operate along Main Road before turning east and operating to the north of Coronation Avenue. This section of Main Road will be closed to traffic, although access will be provided to the Moderns Rugby Club for maintenance, special events and emergency vehicles. This area is currently used for recreational and school parking and a small replacement car park (approximately 25 spaces) is proposed adjacent to the Ferry Inn. Measures will be taken if necessary at the operational stage to deter park and ride usage of the proposed car park and adjacent streets. The alignment will be within the Wilford Conservation area for a short distance. The closed area of Main Road is likely to be used as a temporary construction site, particularly for reconstruction of the Toll Bridge.

4.2 The tram stop on Main Road close to the Ferry Inn is located to serve passengers from the village, the adjacent schools and visitors to the riverside and other recreational activities.

4.3 The issue of flood protection in the Wilford area is extremely important. The existing flood bank to the north of Coronation Avenue will be replaced by a floodwall of the same height as the existing bank and which will provide at least the same amount of protection compared to what is there now. Small excavations from the old railway embankment north of Coronation Avenue will replace any loss of flood storage area. There will be a loss of some (relatively inaccessible) open space as a result of these proposals although substantial usable open space will remain in the area. The new flood protection will have a significant adverse impact on the Iremonger Pond Site of Importance for Nature Conservation (SINC), although it will not affect the Pond itself and the creation of new water margin habitats will reduce the impacts in the medium to long term. The excavation will have a small impact on the Trentside:West Bridgford and the Wilford Disused Railway SINC’s but the excavations will allow additional flood plain wetland habitat interest to be created to help to offset the impacts. Consultation with the Environment Agency (EA) has been very helpful in informing the design. The EA will have to approve the final designs and they have made it clear that approval will likely be forthcoming providing there is no reduction in the existing flood defence arrangements. The floodwall would have an attractive design reflecting the rural setting of the area.

4.4 A new hedgerow and new tree planting in addition to the retention of the line of existing trees to the immediate north of Coronation Avenue are proposed to create a natural barrier between Coronation Avenue and the tramway and there will be a moderate adverse impact on townscape and visual amenity.

4.5 A number of alignment options for running the tramway further away from Coronation Avenue have been investigated but are not considered viable. These would involve considerable and expensive new structures across the river and floodplain, and would have significant nature conservation impacts.

5. Coronation Avenue to Wilford Lane (Clifton North, Compton Acres Wards).

5.1 From Coronation Avenue, the route alignment will run south alongside the former railway embankment alignment to allow the embankment to form a barrier between the tramway and residential properties on Vernon Avenue. The alignment passes close to the entry to the Emmanuel School and tram speeds will be consistent with the available forward visibility and the needs of safety. As at all locations where children are likely to be about, the advice of the Councils’ road safety officers has been sought, and tram information will be incorporated into future information and education programmes.

5.2 The Clifton via Wilford alignment report to the Executive Board in April 2004 approved a route alignment between Vernon Avenue and Wilford Lane actually on the former railway embankment, but at a reduced height. An alternative option, to run to the east of the embankment along most of this section, was also considered and it was proposed to extend the limits of deviation for the project to allow for both options.

5.3 Since 2004, proposals to redevelop the adjacent land at Gresham Park have moved forward and are under construction. The proposals involve the rebuilding of the Emmanuel School, the relocation of the Becket School and a new pavilion and car park to serve existing and new playing fields. The access road to the Emmanuel School and pavilion has been completed and work is underway on the School building and the new synthetic and natural playing fields. The Becket School access is also underway with work on the school expected to start in September 2007. Outline planning permission for the school has been received, with a detailed permission currently under consideration. The developments have fully taken into account the tram alignment option to the east of the embankment, with a 15 metre corridor safeguarded for the provision of the track and a footpath. A residential development on the former Chateau site to the south of Gresham Park has also received planning permission. These developments will fundamentally change the ‘greenfield’ nature of the land adjacent to the embankment.

5.4 Further discussions have also been held with local residents and the Wilford Community Group, and these have indicated local dissatisfaction with the 2004 decision to utilise the embankment, particularly with regard to visual impacts. A preference has been expressed locally for the route to the east of the embankment.

5.5 In view of the development proposals and the public concerns, a review of the alignment options between Vernon Avenue and Wilford Lane has taken place and this concluded that the alignment to the east of the embankment should be adopted for the following reasons:

· The majority of the northern section of the Wilford Disused Railway SINC will be left intact. The impact on this SINC is the principal significant adverse impact on ecological resources of NET Phase Two and this will be much reduced, with only approximately 15% of the northern section affected. This occurs where the route turns the corner at Coronation Avenue and also in its approach to Wilford Lane and is still regarded as significant in ES terms. However, consultants ERM have advised that the section to the north of Wilford Lane is the most valuable from an ecology point of view, having value for breeding birds and invertebrates, and the greatest botanical interest. English Nature (now Natural England) and Nottinghamshire Wildlife Trust have expressed support on ecology grounds for the option running to the east of the embankment.

· Visual intrusion to Wilford Village and a major change in local landscape will be avoided, as the embankment will form a natural barrier between the Wilford residential area and the tram.

· Excavation and disposal of material from the embankment, with associated construction transport and environmental impacts, will be much reduced.

· There will be a reduced cost of over £1million mainly due to avoiding significant excavation works, reconstructing an under bridge and providing ramps.

5.6 The revised option will have a slight to moderate adverse impact on townscape. A footpath would be provided alongside the tramway on this section.

5.7 The impacts on third party land are limited. There is a small impact on the residential development site, and one junior football pitch lost and a cricket field reduced in size should the Becket School development not proceed.

5.8 Local residents had also requested the inclusion of a tram stop at Bader Road, possibly as an alternative to the Wilford Village Stop. However, the provision of a stop would require significant further excavation works on the embankment to provide an open environment and security concerns on the footpath and at the stop would remain due to its remoteness.

5.9 Although it had been proposed to retain wide limits of deviation within the TWA application to allow for both options, Parliamentary Agents Bircham Dyson Bell have advised that it is best practice to include a single alignment option within TWA applications and that alternative options should only be retained under exceptional circumstances. In view of the clear technical, environmental and public acceptability advantages of the route alignment to the east of the embankment, this alignment is proposed and no safeguarding should be made for any other route through the TWA process.

6. Wilford Lane to Fairham Brook (Compton Acres, Clifton North Wards)

6.1 From Wilford Lane, the alignment follows the line of the former railway line for approximately 1.4 kilometres from Wilford Lane, crossing Ruddington Lane and passing below the A52 Clifton Boulevard at an existing underpass before turning west (away from the Wilwell Cutting SSSI) and operating in existing fields to the south of Silverdale

6.2 For the majority of this section, the embankment would be removed completely and the tram would operate at the same level as land adjacent to the Compton Acres and Ruddington Lane residential areas. While this will be more expensive due to the required earthworks and cause disturbance to neighbouring properties during construction, it will be less intrusive to residents when the tram is operating and provide more width for a replacement footpath and comprehensive landscaping scheme within the corridor boundary. A number of garden and industrial unit extensions along this section will need to be set back to the original property boundary and land will need to be acquired from Rushcliffe Borough Council with further land needed temporarily. There are a number of issues to consider along this section and these are summarised in the following paragraphs.

6.3 Biodiversity. Although the former railway has no statutory designation, it is recognised that there will be a major significant adverse environmental impact through the loss of all the existing vegetation and habitat on the southern section and part of the northern section of the former railway embankment, which is designated locally as a SINC. There will also be a small but significant impact (is ES terms) on the northern arm of the Wilwell Cutting Nottinghamshire Wildlife Trust (NWT) Reserve to the south.

6.4 The aim has been not to diminish the value of the loss, but to determine what mitigation is feasible and appropriate and seek where possible to minimise impacts. Environmental Consultants ERM have undertaken a wide range of surveys in the area, including field surveys for bats, badgers, invertebrates and breeding birds and detailed flora surveys. Using this information much work has been done to determine how best to deal with the changed environment. Although there will be some permanent habitat loss relating to the footprint of the tram, it is intended that replacement planting, using native species, will help to restore vegetation coverage, much as happened when the railway was closed. The planting will to some extent render habitat loss as temporary and will recreate in part the linear landscape habitat value of the route. Replacement tree and shrub planting will re-establish the corridors for bat foraging and invertebrates in time and will be of benefit to breeding birds.

6.5 In addition, further compensation is proposed through the creation of an area of approximately 3.5 hectares of wildlife habitat on land currently in arable use between the embankment and Fairham Brook just south of Silverdale. This will have the added benefit of linking the SSSI, railway corridor and Fairham Brook nature conservation resources and by removal of topsoil in key areas, the fertility of the ground would be lowered to encourage natural species and habitat diversity. Overall it is considered to be a significant positive development in ecology and landscape terms, and to comply with the Councils’ new duties under s40 of the Natural Environment and Rural Communities Act 2006 to have regard to the purposes of conserving biodiversity in accordance with the Rio Convention. The new area will be provided on high quality agricultural land. However ERM consider the benefits of enhanced open space and nature conservation habitat and the important contribution of NET to sustainable transport objectives outweigh the loss of the agricultural land.

6.6 Access to the newly created habitat will be from Clifton, Ruddington Lane, The Downs, Silverdale and Wilford Road, thereby making the new area available to much of the local population. Small parcels of land are required from a residential property and a utility company on the Downs to create the access to the Downs, and the access from Wilford Road would run adjacent to Wilwell Cutting SSSI and consideration will be given in consultation with Natural England and Nottinghamshire Wildlife Trust to any management issues arising from this.

6.7 Prior to its development, the area for habitat replacement is likely to be used to facilitate NET construction.

6.8 It is accepted that along the former railway embankment and in the area of habitat replacement the proposed planting will take time to become established and mature to the equivalent state of existing vegetation and the range of habitat will be reduced. The proposals will ensure the continued provision of habitat within the urban area and the detail of the planting will be determined with Natural England, Nottinghamshire Wildlife Trust and the Local Authorities.

6.9 Wilwell Cutting SSSI. At the southern end of the old railway the alignment turns west at the earliest opportunity. It will not therefore directly impact on the Wilwell Cutting Site of Special Scientific Interest (SSSI) and only just cut a small slice from the extended arm (outside the boundary of the SSSI) of the Nature Reserve (now Natural England) and SINC. ERM, in discussion with English Nature, have carefully investigated the local hydrology, which is so important to the flora of the reserve, and have concluded that there should be no adverse impacts as the general pattern of hydrological flows is away from the SSSI in this area and the fact that there are no significant flows along the cutting in either direction in the area. The detailed engineering design will allow for the disposal of water that currently flows out of the SSSI through a suitable drainage system. The SSSI will be well protected and disturbance from the construction and operation of NET is likely to be minimal. Natural England will be consulted on the detail of the proposed NET drainage in the vicinity of the SSSI.

6.10 Amenity, visual intrusion and noise. The existing corridor has in recent years been upgraded to provide a walkway and has a quiet and secluded character which will change if the tram is introduced. There is however sufficient space to build the tram alignment and to retain a footpath along the whole section and provide landscaping to minimise the impacts. As the landscaping matures the corridor will regain much of its green character, with the new area south of Silverdale compensating the loss of open space caused by the tramway itself.

6.11 It is acknowledged that there will be views from adjacent properties of tram infrastructure introduced along the former rail line, particularly as a result of the loss of mature vegetation on the embankment. ERM have advised that the introduction of the tram will result in a moderate impact on landscape as replacement trees mature. The proposal to remove the embankment, despite the high cost of excavations, will have a significant effect on reducing the prominence of the tramway, along with the proposed adjacent planting, which will provide a visual screen as it matures. Details will be agreed with the appropriate Council’s planning and arboricultural officers in conjunction with Natural England and Nottinghamshire Wildlife Trust. In a small number of locations the available width may be too little for substantial screen planting and residents may wish to see additional planting at the end of their gardens. Such arrangements can be agreed on an individual basis at a later stage. In addition to the planting it is proposed to enhance garden boundary fencing, where necessary, to ensure a minimum two metre high screen.

6.12 South of Ruddington Lane, the tramway would ramp down alongside Barnfield to pass under the existing Clifton Boulevard bridge. ERM have advised that there will be a moderate negative visual impact on properties on Barnfield although a screen (noise) fence, trees and shrub planting would help to minimise views to most Barnfield properties.

6.13 The proposed trackform along the former railway alignment will be ballast, which is good at absorbing any vibration and noise and is most suitable for off-street running. Initial noise predictions undertaken by ERM, however, indicate that construction and operational noise impacts are likely to be significant at some locations and that barriers would be of benefit along the embankment section between Wilford Lane and Clifton Boulevard. These initial predictions indicate that approximately 100 properties may be affected and approximately 1500m of barriers recommended. The exact locations and final provision will be determined following the detailed design and in accordance with the noise threshold levels identified in the NET Phase Two noise and vibration policy and no residual impacts are anticipated along this section.

6.14 Speed and safety. The tram would operate in a primarily segregated corridor on this section of route. Parallel pedestrian routes will be carefully designed to ensure segregation and pedestrian crossing points will be clearly identified. Speed limits will be determined for each different stretch of track dependant on local conditions, including the level of segregation from other traffic and pedestrians, the track alignment and the location of stops and junctions. In addition, trams are driven by sight, like a road vehicle, and the driver would travel at speeds that allow for the speed limit and all operating characteristics and adjust tram speeds accordingly to suit actual traffic and pedestrian activity and weather conditions.

6.15 Tram stops. Tram stops are proposed at Wilford Lane, Compton Acres adjacent to Ascott Gardens, and at Ruddington Lane.

6.16 The Wilford Lane tram stop is positioned to the south of the road adjacent to Heathervale, however the residential and school development proposals at Gresham Park could change the demand profile for the stop and the limits of deviation for the project will allow for the tram stop to be moved to the north side. The final location will be kept under review in the light of emerging development proposals.

6.17 The Compton Acres tram stop will require the removal of some planting to retain an open and safe environment around the tram stop. A footpath access to the stop from Kynance Gardens is proposed, improving access for local residents around St Austell Drive.

6.18 At the Ruddington Lane stop some land take will be required to improve access and create an open environment around the stop.

6.19 An investigation of a possible tram stop to serve Silverdale has been undertaken. It is considered that a stop to the south of the Downs is feasible but would be isolated and difficult to access. As a result of introducing the stop the overall economic performance of the system would be reduced and less overall benefits achieved. However, the tram stop could be developed at a later stage and TWA powers will be sought to enable a future provision and to allow access from the Downs as part of the walking route into the proposed new open space to the south of Silverdale.

6.20 Highway interface. It is intended to cross Wilford Lane by a level, traffic signal controlled crossing rather than a bridge. To meet current standards, a bridge would necessitate constructing a higher embankment than is there now which would not be practicable in the width available and would have significant environmental impacts. Lowering the embankment will reduce the prominence of the tramway, maximise the area available for planting trees and shrubs, allow the existing footpath to be replaced and facilitate easy and convenient access to the adjacent stop. The Highway Authority (Nottinghamshire County Council) does not believe the Wilford Lane crossing will have any significant impact on traffic flows, and it will be linked with the nearby Compton Acres traffic lights. Works are currently underway at this Compton Acres junction to provide a new access to the Becket School to the north. This junction has been designed to ensure that queues would not encroach on the NET crossing of Wilford Lane.

6.21 A short private access road is proposed at Wilford Lane to provide very occasional access to the tracks for maintenance purposes. The points for this access will be to the north of Wilford Lane, away from residential properties. The area will be gated, fenced and surfaced and will also include an electricity substation. Some land will be required from the adjacent development site.

6.22 It is proposed that the Ruddington Lane crossing would also be at road level, with traffic signal control, and again any delay to cars is expected to be slight. It is proposed to lower Ruddington Lane by about 2 - 2½ metres and raise the tram track to the same level. This should improve the alignment of the road around this difficult bend, create an open environment for the tram stop and provide a better facility for pedestrians to cross. With the lowering of the road, a screen bund would continue to minimise views for the majority of the adjacent Barnfield properties.

APPENDIX 7

NOTTINGHAM EXPRESS TRANSIT - PHASE TWO

DRAFT STATEMENT ON CONSULTATION

Statement on consultation

Summary

This statement provides an overview of public consultation and communications relating to NET Phase Two. The first part (sections 1-8) provides a history of the consultation process so far and the second part (sections 9&10) outlines plans for future communications strategies.

All consultation and communication is underpinned with the following values:

Openness: to make as much information available as possible, consistent with the constraints of long-term accuracy, time, budgets and commercial sensitivity

Honesty: to be as balanced as possible when presenting information

Fairness: to ensure all areas and groups are consistently treated on an equal basis

Every effort has been made to provide residents, businesses and other stakeholders with sufficient information to make an informed and reasoned judgement, to provide the opportunity to comment at each stage of development and to respond to queries raised throughout the consultation process.

7. Design consultation (Autumn 2003 – Spring 2004)

7.6 As the Design Consultation was asking for feedback on the specifics of ‘how the route looks in my area’, some key changes were proposed following this feedback:

Clifton route:

· Revised access arrangements for Moderns Rugby Club in Wilford

· Relocation of Compton Acres tram stop to minimise impact on an adjacent property

· Changes to the Ruddington Lane crossing to minimise visual impact on adjacent properties

10. Future communications strategies

10.1 The second part of this statement outlines plans for future communications strategies. Our aim is to deliver a consistently high quality of communication to; ensure that the implementation of NET Phase Two is welcomed by residents and visitors and, the disruption of its construction is tolerated for the benefits that its operation will bring.

10.2 Throughout the period of the Transport Act Works Order (TWAO) application, extensive communication will be undertaken to keep all stakeholders, businesses and residents aware of developments. The objective of this communications activity will be to provide an update concerning the TWAO process, explain what the public can expect in the months ahead and how they can participate in the overall process going forward from this stage.

As part of the formal TWAO notification procedures, stakeholders, businesses and residents along the route will be written to in order to ensure they are personally notified of developments. Work will be undertaken to keep the media up to date with progress and promotional literature, such as the Express newsletter, will be distributed to inform the wider conurbation.

Great emphasis will be given to explaining how stakeholders can participate in the Public Inquiry process. The TWAO application documents, including the Non-Technical Summary, Environmental Statement and Statement of Consultation, will be accessible to the public through printed versions being made available for inspection at libraries and public offices along the routes. Electronic versions will also be produced and distributed to stakeholders as well as being available for download from the NET Phase Two website.

Brochures including maps, aerial photographs and cross sections of the routes will be distributed to stakeholders to answer some of the more frequently asked questions. The same literature will discuss issues surrounding the development including the environmental impact and land required. Where necessary, translations will be provided for a number of minority languages and large print versions made available on request.

10.3 Construction work can commence post receipt of TWAO approval from the Secretary of State for Transport and following the scheme procurement.

Communications work will aim to ensure that the disruption caused by NET Phase Two construction is tolerated for the future benefits that its operation will bring. The objective of this communications activity will be to create an understanding of the construction process, to give fair notice of the disruption and to provide a clear channel of communication with those causing the disruption.

Great care will be taken to minimise disturbance when works are taking place. Every effort will be made to ensure that the impact on people living/working in the area will be mitigated by sensitive working methods, close public liaison, and intensive communication of information. These guiding principles will be respected in the Code of Construction Practice. 

· Meetings with community groups and materially affected parties will be proactively arranged and also conducted on request.

· There will be a dedicated point of contact responsible for liaising with local businesses and residents on a day to day basis.

· Local Liaison Groups will be set up where appropriate to provide a regular liaison forum with both the contractors and City/County Council Officers to discuss and review how work is going.

· There will also be a hotline number, which will enable immediate contact with the Project Team.

· Leaflets and flyers containing construction news updates will be tailored for and distributed to all individuals affected by the works.

The wider Nottingham conurbation will be kept up to date with development progress through further editions of Express Magazine, website updates and ongoing media relations across both local and trade publications.

10.4 The team of communications professionals responsible for activity undertaken on NET Line One have been retained to work on NET Phase Two. The scheme will therefore benefit from the considerable experience and understanding which will be brought to the strategy by these accomplished communications experts.

Nottingham has a further advantage because residents and businesses are already familiar with NET Line One. While remembering the construction process residents and businesses have understood and felt the benefits which the system’s operation has brought.

In a recent poll 80% of tram users said they want to see NET Phase Two happen and support for the scheme is also strong because of the popular health, education and community services which will benefit from the network extensions. Further to this, Nottingham’s business community is robustly backing NET Phase Two because it is seen as a catalyst to which will enable the city to continue to grow successfully and support their business needs.

All of these elements combine to create an environment within which a compelling communications strategy can ensure that the implementation of NET Phase Two is not only tolerated but welcomed.

APPENDIX 8

TRANSPORT AND WORKS ACT ORDER APPLICATION AND RELATED APPLICATIONS.

1. Transport and Works Act Order

Draft Order – this (together with its related schedules) details the legal powers that are being applied for.

The provisions within the draft Order will include powers for the Councils to:

• carry out the works – both specific works that are listed in the Schedules, as well as a general power to carry out ancillary works within limits that are defined on the accompanying plans.
• stop up public highways, both temporarily and permanently.
• acquire compulsorily the land that is needed for the Phase 2, and related provisions for compensation.
• use temporarily the land that is needed for the Phase 2 and related provisions for compensation.
• operate Phase 2.

The draft Order will include protective provisions for

• utility companies and other statutory undertakers; and
• the two District Councils.

The Order does not have the effect of granting planning permission, which is applied for separately (see below).

In general, the form of the Order is based on Model Clauses promulgated by the Department for Transport and adjusted to take account of the latest precedents and thinking. However, there are a few variations, including:

· compulsory powers to fix overhead line equipment to buildings on particular land, (with the aspiration where possible to minimise street clutter that would be caused by the use of poles).

· wide ranging deemed traffic regulation orders; and

· the replacement of the operating and related powers under the Greater Nottingham Light Rapid Transit Act 1994, which authorised NET Line One, with the operating powers contained in the Order. This will mean that the whole network will be operated under the same powers once Phase