WHRSL are responsible for the overhead line and earthing and bonding design and have interfaced with the following projects;

• Signalling design performed by Lundys and Alstom for BASRe including 3 new signal gantries
• Civil design works performed by BAM and Capita for the Bristol Parkway Project, including new station platforms, new line side and new embankment works
• Track designs performed by Aecom for the Bristol Parkway Project, including multiple turnout locations and sidings
• Interfacing with the privately funded Hitachi depot performed by Arup

Throughout the process we have ensured we provide a clear and concise design presentation which includes 3D BIM level 2 compliance. We have used the ELFF design tool to produce an initial design outline and utilised our skills and experience while working closely with both Network Rail and the construction contractors to maintain programme and delivery in a staged manner as necessary (whether that be to allow civils to finalise pile foundations for installation during possessions planned in early or for complex OLE area to mitigate delays).

Throughout the project WHRSL have maintained a constant level of support and quality. This can be especially seen on Route Section 6P where the original engagement was through the ABC Consortium and the good working relationships and continuity of the engineering team then fed into Network Rail direct. The collaborative working relationship forged with Network Rail was also mirrored in our work alongside the Balfour Beatty construction team. A strong relationship has been created based upon trust and understanding which has helped enable open and honest communication to address any issues upfront and to ensure all parties are informed of pertinent items on the critical path.

From an engineering perspective WHRSL have applied a pro-active approach to resolving issues and means of improving the processes adopted on the project. Examples on Route Section 6P include defining a suitable point in time for civil foundation design by others to be finalised to aid with programme pressures for their installation as well as identifying and utilising surplus stock from previous NR jobs and incorporating applicable material into our design to save procurement time and costs. Through our technical experience we reduced the size and quantity of over-sized portals on the exit of the Parkway station area via working closely with the signal designer to enable sighting compliance in what was previously an unresolved area.

During the Route Section 6P project the timescales to meet procurement dates and possessions for construction were challenging, so in some cases risk assessments on the suitability of pre-AFC design were undertaken to enable construction.

As an example for OLE structure designs, this process meant that we assessed;

• The likelihood of the structure requiring a change in the future. So things like if a trial hole was done to confirm the position was clear of services / unsuitable ground etc. was reviewed and whether the structure was adjacent to an unresolved interface issue (such as a signal we did not have a design for so couldn’t confirm if sighting would be achieved)
• The severity of the consequence to the design, procurement and construction costs as well as any safety infringement if the final design needed to be different to the pre-AFC expectation

Based on the findings of the above types of engineering analysis, we would be able to advise the level of risk if pre-AFC designs were installed. During the project we did not receive any negative feedback on the assessments we provided following pre-AFC installations which suggested the engineering judgement was validated.