78. The primary focus of the initial phase will be to work closely with Network Rail’s specialist supply chain to conduct a detailed review of identified innovation/value engineering opportunities. The aim of this work is to realise opportunities to reduce the unit cost of electrification, initially focused on Filton Bank. These opportunities include the following.
78.1 Laser surveys to prove that an innovative bridge coating, adopted from projects in South-Wales, will enable overhead lines to pass below Church Road bridge (Lawrence Hill Station). The alternative is to reconstruct the bridge at significant cost. 78.2 Revisit the foundation design and ground conditions information, to see what locations the current proposed higher cost rock anchors can be changed for a more conventional piled solution.
78.3 Demonstrate the constructability of Network Rail’s novel ‘push out’ cantilever system for the overhead stanchions (to support the wires). Should feasibility be demonstrated, this would allow construction to be done on a four-track railway with a two-track railway still running. This would dramatically reduce track access costs.
78.4 Survey the Bristol Temple Meads station train shed to prove that it could be modified to take the loadings of ‘head spans’ or alternative solutions including those adopted on tram lines (electrification infrastructure). If this is achievable, it will avoid costly movement of railway signals and ease the impact on the building’s Grade 1 heritage listing.
79. The aim of exploring these value engineering opportunities is to reduce the unit cost of electrification from c. £3-4m per single track kilometre to c. £1-2m per single track kilometre. This would mean the construction cost of delivering Filton Bank electrification would be in the range of £30 - £50m.
