1. MetroWest Phase 1
James Willcock

2. MetroWest Programme
The MetroWest programme arose out of studies into developing the local rail network in 2011 / 2012
Our local rail network is not as well developed as comparative city regions
Key driver is to deliver a ‘Metro’ style local rail network with improved frequencies and connectivity, through a phased approach
The MetroWest programme comprises of Phase 1, Phase 2 and other smaller schemes, all of which are being promoted by the councils
Key objectives of the programme are to support economic growth, job creation and the delivery of the WoE Joint Spatial Plan and Joint Transport Plan

3. MetroWest Phase 1 & 2

4. MetroWest Phase 1 Three local lines:
Severn Beach Line - service upgrade
Bath Spa to Bristol Line - service upgrade
Portishead Line - re-opening (5km disused line and 9km freight only line)
16 existing stations
2 new stations, Portishead & Pill
4 tunnels
Design based on class 16x trains initially operating in 3 car formations
Extend UK passenger train network by 14 km
Scheme is being promoted by North Somerset Council on behalf of the four councils
We have commissioned all rail design through Network Rail – there are pro’s and con’s to this approach

5. MetroWest Phase 1
MetroWest Phase 1
Context

6. MetroWest Phase 1 MetroWest Phase 1 Scheme up to early 2017
Upgrade the Severn Beach line to ½ hourly service to Avonmouth (hourly beyond)
Upgrade the Keynsham and Oldfield Park stations to ½ hourly service
Re-open the Portishead Branch Line with a ½ hourly train service
GRIP 3 Option Selection (Outline Design) encountered considerable design challenges due to the ‘unusual alignment characteristics’ of the Portbury freight line.
Upshot was GRIP 3 took nearly 2 years with over 300 deliverables. The the extent of technical scope creep was such that the capital out-turn cost estimate came in at approx. £160M, against a GRIP2 estimated out-turn of £58M..... over £100M more.....!
Clearly there were considerable credibility issues for Network Rail and also the Councils as the client.

7. MetroWest Phase 1 Key drivers for the cost increase were:
A significant increase in the scope of work through the Avon Gorge in order to meet safety standards for passenger trains and to increase the line speed to 50 mph while also accommodating freight trains
The impact of 2 trains per hour at the Ashton Vale Road level crossing on rail safety, highway safety, traffic impact resulting in the need for an alternative access
The consequential impact from the above on the amount of land, DCO requirements and environmental mitigation needed to deliver the scheme
The increased risks associated with the project following the expanded works and recently identified constraints 
Clifton Tunnel No 1 – below Clifton Suspension Bridge

8. MetroWest Phase 1

9. MetroWest Phase 1

10. MetroWest Phase 1 Revised Scheme Scope – Summer 2017
Taking a staged approach to the delivery of the scheme:
Severn Beach Line - service upgrade remains ½ hourly
Bath Spa to Bristol Line - service upgrade remains ½ hourly
Portishead Line – initial passenger service will now be hourly
The ambition remains to ultimately delivery a ½ hourly service for the Portishead line but this post opening upgrade would be a separate project with separate funding, business case and statutory processes

11. MetroWest Phase 1
Re-opening the Portishead Line – Further Complexities
Re-opening the line requires multiple major processes:
a Development Consent Order – for powers to build and operate and acquire land compulsorily (where needed)
Habitats Regulations Assessment – due to the multiple environmental designations, i.e. SSSI x 2 and an SAC
Plus not forgetting the GRIP process !

13. MetroWest Phase 1
Complex governance arrangements – 4 Councils (+ WECA) promoting the scheme but led by North Somerset
Interface with complex rail industry governance and regulation
At Project Level there are 10 Major Work Streams
Core
Project
Team
Rail
Network
Network Rail
Highway
CH2MHill
& NSC
BusinessCase
inc Demand
Modelling &
Appraisal
CH2MHill & NR
Client
PM Team
Operations
FGW & Client
Environment
Planning
& Legal
Bond Dickinson
Property
& Land
Ardent
Commercial
Comms
Existing
Stations
Refresh
WoE Office
Project Delivery Group

14. MetroWest Phase 1
Lessons learnt so far – as third party rail scheme promoter
Rail engineering is far more complex than we previously thought and the challenges of delivering a major rail enhancement project are substantial
Rail design/PM costs (GRIP 1 to 5) can be eye watering compared with highway design costs. Total preparation costs for our scheme will be around 20% of the scheme out-turn
Don’t use a GRIP2 cost estimate for setting your budget
A good Network Rail sponsor is essential who is willing and able to operate in both the rail industry world and the local government world
Continuity of Network Rail Project Team/design team/consultants is important
Don’t try to compress GRIP timescales, in fact add in some ‘breathing room’ if possible (but cost and political pressures to deliver asap)

15. Any Questions ?