COLLABORATIVE WORKING
Bridging success
As part of the Stafford Area Improvements Programme (SAIP) a new flyover at Norton Bridge junction is being constructed to remove a major bottleneck on the West Coast Main Line. RTM’s David Stevenson has more on the latest project developments following a site visit in April.
T
he Stafford Area Improvements Programme (SAIP) is a £250m scheme
made up of three core parts: improving the line speed between Crewe and Norton Bridge, resignalling Stafford station, and installing a new railway flyover at Norton Bridge.
Prior to attending a special briefing on the project, it was easy to underestimate the size and scale of the task that lies ahead for the four project partners – Network Rail, VolkerRail, Laing O’Rourke and Atkins, who form the Staffordshire Alliance. The new collaborative contract mode “will help to transform the delivery of rail infrastructure projects in the UK”, they have said.
SAIP will increase capacity on one of Britain’s busiest mainline railways which, within five years, is expected to be over-capacity.
The project will remove a major bottleneck on the West Coast Main Line and create additional capacity to run more services: two extra trains per hour (off-peak, each direction) between London Euston and the North West; one extra fast train per hour (each direction) between Manchester and Birmingham; and one extra freight train per hour (each direction) through Stafford.
This, according to Network Rail programme manager and head of the Alliance Ian Jones, will reduce congestion at key points between Stafford and Crewe and create capacity “through the combination of new infrastructure and timetable re-cast”.
Linespeed improvements The programme will deliver this through
32 | rail technology magazine Apr/May 14
three very different projects. Phase one – linespeed improvements between Crewe and Norton Bridge, which ran from January 2013 to April 2014 – has been completed a year ahead of schedule.
RTM was told that during the work, the slow lines have been made faster, increasing the line speed from 75mph to 100mph. Works included modifying overhead line equipment and installing four new signals during weekends and midweek nights – reducing the impact to passengers and lineside residents.
Steve Smith, project manager for linespeed improvements at Staffordshire Alliance, said: “The improvements have been delivered on budget, costing a total of £4m, and ahead of schedule.
“Also, the other phases will be able to take advantage of the new fast lanes, and the first project will act as an enabler for the other projects.”
Resignalling
Phase two, the Stafford resignalling, is still ongoing. This project will include the installation of a new freight loop and the replacement of life expired signalling, telecoms and power supplies.
Additionally, the signalling control will be transferred from the existing Stafford No4 and No5 signal boxes to the new Rugby Route Operating Centre (ROC), in line with Network Rail’s national push to centralise train operations and control in 14 ROCs by 2030.
Ian Johnson, project manager of Stafford resignalling, said: “We will be the first project to move into Rugby ROC, which will control signals for Stoke and Rugby SCC. We should move into there by January 2015. It will reduce manpower but brings in new technology that will improve the efficiency of the line.”
As part of the resignalling project, which will run until August 2015 when testing and commissioning will take place, 88 signals need to be installed on a pretty much like-for-like basis to the old technology, which will be done in around 30 stages.
Johnson added: “We are using the rules of route to bring in the new equipment, which includes LED signals, axle counters instead of circuits and new power supply points, that will
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