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Innovative Management of Coastal Erosion for Critical Rail Infrastructure Mike Gallop Director Route Safety and Asset Management, Network Rail Welcome

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Innovative Management of Coastal Erosion for Critical Rail Infrastructure Mike Gallop Director Route Safety and Asset Management, Network Rail Welcome Innovative management of coastal erosion for critical rail infrastructure Mike Gallop Director Route Safety and Asset Management, Network Rail Welcome • History of the Dawlish railway line • The 2014 Teignmouth and Dawlish events • Our resilience study Photographs © Teignmouth Stuart and APEX news and pictures • The next steps History of the railway line through Dawlish & Teignmouth • 1840 – Plymouth, Devonport and Exeter Railway Company established • 1843 – Isambard Kingdom Brunel appointed as chief engineer; name changed to South Devon Railway • 1844 – South Devon Railway Act passed in Parliament; authorising single-track, broad-gauge line • 1846 – First section of railway track opened • 1884 – Track between Teignmouth Old Quay and Smugglers Lane doubled • 1892 – Railway line converted from broad gauge to standard gauge • 1902-1905 – Track between Smugglers Lane and Dawlish railway station doubled • 1930s – Railway upgrade to current standard The resilience challenge: regular failures through the years 1846 - 2018 February 2014: What happened? • Major storm • South East fetch • Sea Wall damage • Railway washout • Major landslip at Teignmouth February 2014: Teignmouth landslip February 2014: Implications • Disruption to the travelling • £7m to fix Teignmouth public: appearance that landslip Devon and Cornwall cut off from the rest of the country • £18m to fix Dawlish sea wall • Disruption to freight traffic: • £15m to raise lower sea wall vital goods not able to get to shops and customers • £23m in Schedule 4 and 8 payments • Reputation damage: Network Rail, Train ----------------------------------------- Operators, Freight Operators • £63m total spend for 2014 • UK economy: £1.2 billion in lost economic activity Work since 2014 • West of Exeter resilience study: investigated seven potential railway routes (including the Okehampton to Plymouth line). All potential routes showed a very poor value for money benefit to cost ratio. • Exeter to Newton Abbot resilience study: this included • Detailed engineering study • Drone surveys • Ground investigations • Roped access surveys • Installing remote monitoring equipment Exeter to Newton Abbot resilience study: the vulnerable coast Year Severe Event Extreme Event Likelihood Likelihood 2014 1 in 3.5 years 1 in 25 years 2065 1 in 0.75 years 1 in 4 years 2115 1 in 0.38 years 1 in 1.5 years Severe Event: 2-7 day closure of the Extreme Event: Several month closure railway line of the line; similar to events in 2014 “We cannot accurately predict when a failure will occur, it may be tomorrow, next year or in 10 years, what we do know is that the cliffs will fall again and the sea wall will collapse” Exeter to Newton Abbot resilience study: outputs Part of wider set of resilience interventions across our route Exeter to Newton Abbot resilience study: priority areas £15m from Government to advance three main areas to be developed up to GRIP3 1) Design a new sea wall at Dawlish 2) Cliff stabilisation and rock fall shelters at tunnel portals 3) Develop options between Parsons Tunnel and Teignmouth: both of which will be subject to Transport and General Works Act Order (TWAO) Exeter to Newton Abbot resilience study: Dawlish sea wall Exeter to Newton Abbot resilience study: Tunnel portals • Action required immediately and also in the longer term – Existing sea defences will become vulnerable as sea levels rise, primary hazard is the geotechnical hazard from rock falls • Options Consist of: – new mass concrete sea wall – rock revetment – tunnel portal protection (rock fall protection) Exeter to Newton Abbot resilience study: Teignmouth cliffs Two options. First option requires substantial CPO powers to purchase homes at top of cliff so that cliffs can be regraded. However, our preferred option: Realigned railway from geotechnical hazard; new rock revetment to protect reclaimed land; stabilisation of cliffs Next steps • Funded to complete GRIP 3 by the end of Control Period 5 • Priority areas require £250m- £350m of funding • Longer term interventions will require additional funding Photographs © Dawlish Beach Cams Thank you for listening Any questions?.
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