Felixstowe Capacity Enhancement Option ... - hwa.uk.com · Pre GRIP Study Network Rail started to develop a solution to increase capacity along the Felixstowe branch line in 2012

Felixstowe Capacity Enhancement Option Selection Report (VM2)

21st March 2017

Contents

1. Executive Summary ............................................................................................................ 1

2. Definitions ........................................................................................................................... 2

3. Background ......................................................................................................................... 3

4. Project Development ........................................................................................................... 5

5. Appendices ........................................................................................................................ 12

Felixstowe Capacity Enhancement Option Selection Report (VM2) Network Rail Infrastructure Projects - Strictly Private and Confidential

14 August 2015

1. Executive Summary

Purpose of the report The purpose of this report is to summarise the development of the Felixstowe Branch Line Capacity Enhancement Project to the point of single option selection. It will explain how a single option was selected as the most appropriate option to advance.

Current state of project development The Felixstowe Branch Line project is in the GRIP 4 stage of development, due to complete in May 2017.

Summary The Felixstowe Branch Line Capacity Enhancement Project is in development in order to increase the capacity of the Felixstowe Branch Line to up to 47* freight trains per day. The project fits into Network Rail’s aspirations to increase the number of trains that can operate between Felixstowe and the North.

The project has undertaken some distinct phases of development which has led to the chosen option:

1. Pre GRIP- constraints and capacity analysis was undertaken to identify ten options. 2. GRIP 2- Group strategy instructed the project to team to assess the feasibility of 3 of the

options identified in the pre-GRIP study. 1 option (option 2b) to meet CP5 capacity requirements and 2 options to meet CP6 capacity requirements. The feasibility study identified that although all were feasible, the 2 CP6 options did not meet the required capacity output and far exceeded the budget.

3. Option Selection (GRIP 3B) Design- Option 2b was designed to option selection level 4. Value engineering and capacity analysis 5. GRIP 3 (AiP)

*Note that the original objective from GRIP2 – GRIP3B was to achieve 48ftpd in CP5


14 August 2015 Page 1

2. Definitions AFC Anticipated Final Cost

AHB Automatic Half Barrier

ARC Anglia Route Collaboration

CP5 Control Period 5

F2N Felixstowe to Nuneaton

FEL Felixstowe Branch Line

ftpd Freight Trains Per Day

GRIP Guidance for railway infrastructure projects

HPUK Hutchinson Port UK

MCB-CCTV Manually Controlled Barrier- Closed circuit television

MCB-OD Manually Controlled Barrier- Obstacle Detection

UWC User worked crossing



3. Background The Felixstowe branch line is between Westerfield Junction and the Port of Felixstowe and is currently a single track with two passing loops. The geographical location of the branch line is shown in figure 1.

The existing branch line is a single non-electrified track between Westerfield Junction and the Port of Felixstowe. There are two passing loops along the route at Derby Road station and through Trimley station connecting with the North Terminal Feed. It is bi-directionally signalled from

Figure 1. The Felixstowe Branch Line



Colchester control panel. There are a number of crossings along the route including, 4 AHB Level Crossings, 2 MCB CCTV Level Crossings, 3 UWC crossings and 7 Footpath Crossings.

Whilst increasing the freight traffic the project must maintain the existing passenger service along the branch line. An hourly train, in each direction, currently operates servicing the stations between Felixstowe Town and Ipswich. The line currently operates at 33 freight trains per day which is above the hypothetical capacity of the line; this can be seen in figure 3. Figure 3 highlights the how the Felixstowe Branch Line constrains increasing traffic across the rest of the Felixstowe to Nuneaton Route and shows the interdependencies of upgrades elsewhere along the route.

Some of the key constraints achieving up to 47ftpd through doubling the branch line are Spring Road Viaduct, Red House Farm Under Bridge, the Viaduct at Nacton Road, Bridge over A14, Network Rail land boundary, Level Crossings and the proximity of residential properties. Some of these constraints are shown in figure 3, the areas in green show the areas whereby double tracking should be easy to achieve.

Figure 3 Constraints on Felixstowe Branch Line

Figure 2. F2N Current Traffic and Capacity



4. Project Development

2005 Port Study In 2005 HPUK Ports, the operator of the Port of Felixstowe, completed a GRIP 4 study looking to double the Felixstowe Branch Line between Orwell and Trimley for 4 ½ miles. Throughout this the development of this scheme Network Rail acted in an Asset Protection capacity. The scheme was paused in 2007 when the Port discontinued their Port enhancement plans. The scope of the works developed in 2005 is different to the study currently being undertaken by Network Rail as they were developing a solution to reach a capacity of 40ftpd in each direction and it was designed for train lengths of 500m rather than the 775m. Although this scheme was different in scope there are some similarities and the 2005 works have been used through the development of the current scheme. Most importantly, the later Network Rail scheme has been developed under the assumption that HPUK’s Transport and Works Act Order (TWAO) can be transferred to Network Rail in order to facilitate the doubling project.

Pre GRIP Study Network Rail started to develop a solution to increase capacity along the Felixstowe branch line in 2012. Group Strategy developed a ‘pre GRIP study’ analysing the key constraints on the branch line and the capacity that various interventions would provide. Please see appendix A for the details of the report. The ten options the pre GRIP scheme developed are shown in table 1.

Option Description

0 No change to infrastructure

1 Partial doubling between Derby Road and Trimley

1a Option 1 + Westerfield Jn Doubling and passing loop

1b Option 1 + Extension of Derby Road Loop

1c Combination of 1a & 1b

2 Passing loop near Orwell

2a Passing loop near Orwell & Westerfield Jn and passing loop

3 Doubling of whole line as far as Felixstowe Beach Jn

3a Doubling of whole line as far as Felixstowe Junction except constrained sections

Table 1 Pre GRIP Option Description



The study also considered wider non infrastructure options including reinstating the disused platform at Trimley, altering the passenger service, changing the rolling stock, raising line speeds, seven day operation and reprioritisation of freight trains over passenger services.

All options were assessed based on freight capacity, performance flexibility, performance risk and approximate costs. The solutions were then ranked, indicating 1c to be the best solution followed by 1a, 1b and 2a. Further capacity analysis was undertaken on option 2a and the output of that analysis led the option to evolve into option 2b which would deliver the required output of 48ftpd.

GRIP 2 Study In October 2014 the project was passed from the Group Strategy into Network Rail Infrastructure Projects. The Anglia Route Collaboration (ARC) has developed the project through GRIP 2 and GRIP 3B. The GRIP 2 study was carried out between October 2014 and February 2015 with the aim of establishing the feasibility of three remitted options. The three options were chosen from the cost benefit analysis carried out in the pre GRIP study; these options are shown in table 2.

Option Description Required Output

2b Relocation of Westerfield station to facilitate double junction and 1000m passing loop at Westerfield Junction. 1250m loop at Orwell and Trimley

48 (2023 freight forecast)

1a Double junction and 1000m passing loop at Westerfield Junction. 6800m extension to North Terminal Feed.


1c Double junction and 1000m passing loop at Westerfield Junction. 1600m extension to Derby Road loop & 6800m extension to North Terminal Feed.


Table 2 GRIP 2 Option Description

Grip 2 involved the assessment of existing asset surveys, site walkouts, assessing the constructability of each option with discipline specialists and provision of an AFC budget estimate for each option. Table 3 shows the AFC figures produced at GRIP 2.

During GRIP 2 an error in the freight forecasts was identified and as a result the required output for options 1a and 1c was increased to 65ftpd to meet 2033 freight demand. As a result of this change the project employed the services of the capacity analysis team to confirm whether the options would still be able to output the required amount. Prior to the capacity analysis being undertaken, the project team were advised that the options were unlikely to achieve the required output without a crossover to the eastern side of Trimley

Option Cost

2b £106.2m

1a £120.3m

1c £135.9m

Table 3 GRIP 2 Option AFC



Station. This was then included into the scope for both options 1a and 1c. It was identified that the modelling undertaken on option 2b in the pre GRIP study demonstrated that the Trimley loop needed to be 1.6km to achieve 48ftpd longer, as a result the project adopted the new layouts. These are shown in appendix C. The output from the capacity analysis was not completed until GRIP 3B.

Early track design identified that Westerfield Station did not necessarily have to be relocated to facilitate the double junction at Westerfield Junction. Seven options were developed and presented at a meeting on 19th December 2014, the minutes from this meeting can be found in appendix A. A switch diamond solution was chosen because it maintained existing line speeds and allowed the station to remain in situ. It was noticed that the whole life cost and maintainability of the layout is not preferred but the extensive costs associated with a new station and continued maintenance was deemed sufficient to counter balance this argument. This decision was re-examined during GRIP 3B.

GRIP 2 culminated in a design review of the feasibility of all options, a construction review of the feasibility of all options and three GRIP 2 AFC estimates. The constructability review of option 1c highlighted some difficulties associated with the construction of the Derby Road extension. These involved significant earthworks, retaining structures, temporary works, tree preservation orders, proximity to a golf course and an increase disturbance to residences with additional powers required to purchase adjacent property.

GRIP 3B- Option Selection

Option Description Required Output

2b Double junction and 1000m passing loop at Westerfield Junction. 1250m loop at Orwell and 1600m extension to

North Terminal Feed.


1a Double junction and 1000m passing loop at Westerfield Junction. 6800m extension to North Terminal Feed & a

crossover east of Trimley station.


1c Double junction and 1000m passing loop at Westerfield Junction. 1600m extension to Derby Road loop & 6800m extension to North Terminal Feed & a crossover east of

Trimley Station.


Table 4 GRIP 3B Options Description

GRIP 3B commenced in March 2015 after the completion of GRIP 2. As a result of GRIP 2, the three options to be developed were defined as shown in table 4. During GRIP 3B the project carried out ground investigation, topographical surveys, asset assessment, capacity analysis, environmental assessment, design and level crossing risk assessments.



Early in GRIP 3B, capacity analysis indicated that neither options 1a nor option 1c met the requirement of 65 ftpd rather they only achieve 51 and 56 ftpd respectively. The development of options 1a and 1c were halted due to the difficulties in construction, the cost exceeding budget and the capacity increase not achieving the required output. As a result only option 2b was developed through GRIP 3B.

The design of Westerfield Junction was reviewed during GRIP 3B, due to the heavy freight traffic along the Felixstowe branch line and the whole life cost constraints associated with switch diamonds, the project agreed with the route that a fixed diamond could be installed instead. This solution would aid the ongoing maintenance of the junction and provide a longer lifecycle for the junction.

The project held an option selection workshop on 20th July 2015, the minutes from this meeting can be found in appendix A. The meeting was held to explain how the single option had been derived to agree that the option was the best option was to take forward and to confirm sub option decisions within the option. It was agreed in a meeting with the Felixstowe risk analysis team on 22nd June 2015 that a decision matrix was not required for the meeting as there was already sufficient justification for the single option selected.

Value engineering (Autumn 2015) During GRIP 3B it became apparent that the proposed options far exceeded the project’s available funding. Therefore the project started to look at the feasibility of alternative options for locations of a loop. This included new loop locations and the option to deliver parts of TWAO rather than the scheme in full.

These alternative options were assessed on an indicative price and indicative capacity output. None of the alternative options met the required capacity output of the time (desire 48 ftpd). Some of the options that were looked at are shown in table 5. These options were assessed by constructability, requirement for possessions, funding available, consents required and the capacity output and are shown in table 5.



Table 5 Alternative Options

*All prices were developed outside of the GRIP process based on no design and therefore are a high level indication of what the price could be. The capacity numbers are also a high level view, for more certainty detailed train modelling would need to be undertaken.

This initial review was used as a basis to select options to be reviewed further, in detail, by the capacity analysis team. The client accepted that 48ftpd would not be achievable within the budget available, therefore looked for options that delivered the greatest increase for within the budget. Further capacity analysis The project team produced some high level signalling designs and Network Rail capacity analysis team undertook detailed capacity analysis on the following options (see appendices for visualisations):

1. Current Infrastructure 2. Option 2a- Westerfield & Orwell Loop 3. Option 2- Orwell Loop 4. Option 2b1- Trimley Loop 1.6km 5. Option 1f1- Ransomes way loop 6. Option 1f2- Westerfield loop

Table no shows the anticipated output from each option

Infrastructure Potential Up paths Potential Down paths

Total potential paths

Current infrastructure 24 36 60 Option 2a 44 33.5 77.5 Option 2 44 33 77

Option

Loop cost (£m) Constructability Possession Funding Consents

Build towards 2b (option for

same AiP)

Output(TBC by Capability

Analysis)

Option 2b (Westerfield, Orwell & Trimley 1.6km)

106.148 ftpd

Westerfield & Orwell

73.7 36 ftpd

Orwell49.8

31 ftpd

Trimley 6.8 km101.9 36 ftpd

Trimley 1.6km60.7

31 ftpd

Ransomes Way30.0 31 ftpd

Westerfield 52.2 31 ftpd

Base case option - outputs confi rmed by timetable s tudy, subject to recommendations made on des ign, developed to GRIP 3B ready for AIP des ign. Planning required for Westerfield only.

Confi rmed by previous timetable s tudy; reduced by 1tph, in l ine with timetable s tudy for 2b, due to morning peak passenger service. Planning required for Westerfield only

No evidence to date for any measurable capaci ty benefi t. High level price view only, i f this option i s selected the TWAO would be lost

No evidence to date for any measurable capaci ty benefi t

No evidence that this figure or a higher figure could be achieved, subject to provis ion of crossover east of Trimley

No evidence to date for any measurable capaci ty benefi t

No evidence to date for any measurable capaci ty benefi t. Planning required for this loop. If we did this option we would lose TWAO



Option 2b1 45 47 93 Option 1f2 37 40 77

The modelling determined that all infrastructure between Derby Road and all Felixstowe terminals would need to be capable of bi-directional operation. Option 2b.1 evolved therefore to also include the installation of bi-di signalling at Derby Road and also a double junction at Westerfield to mitigate RAM concerns about the durability of this junction. Therefore it became option 4. The project team undertook a high level cost estimate that showed it was likely that the project could build this option for less than the budge of £68m.

AiP Design Phase Early on in the AiP design phase, the project team demonstrated to the sponsor and the RAM that the double junction at Westerfield would not alleviate the maintenance burden or increase the durability of the junction, as there would still be a single lead into the junction. Therefore it was agreed that the double junction at Westerfield would be removed from scope. The final scope of the project was agreed as option 5.

Further capacity analysis was undertaken on option 5 which indicated that up to 47 freight trains per day would be delivered by the scope of work.

Sub option selection Throughout the development of the project, option selection has taken place on many aspects of the job. In particular, different options were developed for the Bridleway Bridge and Public Rights of way layout. The options considered for the bridleway bridge were:

1. Underpass 2. Vehicular bridge 3. Steel bridge 4. Earth ramp bridge 5. Reinforced concrete bridge

A steel bridge was selected due to environmental, constructability and cost considerations. A link to the option selection report can be found in the appendices. The alterations to the Public Rights of Way network were developed through consultation with the local authority and public, as such the project worked up seven different options to determine how alterations could be implemented. The sub options and final option can be seen in the Non Technical Summary of the Environmental Statement.

Conclusions The final scope of the project to be taken to detailed design, known as option 5, is as follows:

• 1.4km of additional track to be installed at Trimley; • Closure of 6 pedestrian crossings; • Construction of a bridleway bridge; • Re-alignment of the existing public rights of way network; • Upgrade of 3 AHB level crossing to MCB-OD;



• Upgrade of 1 AHB level crossing to CCTV, and • Complete re-signalling of the branch line and associated rail system enhancements.



5. Appendices

Appendix A

Document Title GRIP Stage

Date Link

Change control: CR-ANG-PM-514

2 17/02/15 139989-NRS-CHN-MPM-000001


3B 20/03/15 139989-NRS-CHG-MPM-000001


3B 10/04/15 139989-NRS-CHG-MPM-000002


3B 30/04/15 139989-NRS-CHG-MPM-000003

Felixstowe Branch Capacity Increase

Feasibility Study Part 1

PRE 28/03/13 139989-NRS-REP-MAN-000002

Felixstowe Branch Capacity Increase

Feasibility Study Part 2

PRE 02/04/13 139989-NRS-AGR-MPM-000001

Felixstowe Branch Line Capability Report 0.2

3B 23/04/15 139989-NRS-REP-MPM-000009

Felixstowe Branch Line Preferred Option Capacity

Study

PRE 04/02/15 139989-NRS-REP-MAN-000003

GRIP 2 Estimate Work Scope

2 01/04/15 139989-VOF-REP-EMF-000001

GRIP 2 Pre-Feasibility Report

2 28/01/15 139989-ATK-REP-EMF-000001

GRIP 3B Option Selection Report

3B 14/07/15 139989-ATK-REP-EMF-000002

HAZID Record 2 19/01/15 139989-NRS-LOG-SSD-000001

Initial Capacity Analysis Finding

3B 30/03/15 139989-NRS-EML-MPM-000001

Minutes from Westerfield Junction Sub Options

2 19/12/15 139989-NRS-MIN-ETR-000001



https://www.ebsouthern.co.uk/Southern-Production/Framework/Object.aspx?o=125889&t=3














Meeting

Project Requirement Specification

2/3b 01/08/14 139989-NRS-PDD-MPM-000001

Sponsors Instruction V1 2 30/04/14 139989-NRS-REP-MPM-000004

Sponsors Instruction V2 3B 21/05/15 139989-NRS-INS-MPM-000001

Further CP5 Options Report

3B/3C 17/12/15 https://www.ebsouthern.co.uk/Southern-Production/Search/QuickLink.aspx?n=139989-NRS-REP-MPM-500034%3a-+REPORT&t=3&d=Main%5cIP-Southern-Prod&sc=Global&r=01&i=view

AiP capacity analysis report

G3C October 16


RRD G3C/4 March 16 139989-NRS-REP-EMG-500054

Sponsor’s Instruction G3C/4

G3C/4 March 16 139989-NRS-INS-MPM-500027

Bridleway bridge option selection report

G3C Sept 16 https://www.ebsouthern.co.uk/Southern-

Production/Framework/Object.aspx?o=236368&t=3

Technical note on Subway G3C/4 Feb 17 139989-ATK-NOT-EST-000001

Technical note on Vehicular Bridge

G3C/4 Dec 16 139989-ATK-NOT-EGE-000001

Environmental Statement – Non Technical Summary

G3C/4 March 17 139989-ATK-REP-EEN-000005






https://www.ebsouthern.co.uk/Southern-Production/Search/QuickLink.aspx?n=139989-NRS-REP-MPM-500034%3a-+REPORT&t=3&d=Main%5cIP-Southern-Prod&sc=Global&r=01&i=view



















https://ebsouthern.co.uk/Southern-Production/Framework/Object.aspx?o=297983&t=3


Appendix B

GRIP 2 Layouts

Option 2b



Option 1a

Option 1c



Appendix C

GRIP 3B Option Layouts

Option 2b

Option 1a

Option 1c





Appendix D- Other Options







Option 4





Option 5



Network Rail Infrastructure Projects Southern Waterloo General Offices, Station Approach London SE1 8SW T +44(0)20 7902 3063 www.networkrail.co.uk This document is the property of Network Rail Infrastructure Limited. It shall not be reproduced in whole or part nor disclosed to a third party without the written permission of Network Rail Infrastructure Limited. Uncontrolled copy once printed from its electronic source. Published and Issued by Network Rail Infrastructure Limited, Kings Place, 90 York Way, London N1 9AG Copyright 2015 Network Rail Infrastructure Limited. All rights reserved.

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Felixstowe Capacity Enhancement Option ... - hwa.uk.com · Pre GRIP Study Network Rail started to develop a solution to increase capacity along the Felixstowe branch line in 2012