THAMESLINK PROGRAMME Programme Level Close Out Report Key Output 2 Thameslink Programme - Key Output 2 - Close Out Report An aerial view of London Bridge station shows the sweeping new platform canopies at the base of The Shard. 3 Contents Page Introduction 4 1. Executive Summary 5 2. Thameslink Background 7 3. Objectives 8 4. Scope of Works 12 5. Safety 13 6. Consents, Sustainability and Property 16 7. Recognition, Achievement and Awards 24 8. Organisation 26 9. Finance 27 10. Stakeholders 28 11. Communications 30 12. Commercial 32 13. Engineering 38 14. Systems Safety 40 15. Requirements 42 16. Performance 44 17. Quality Management 48 18. Document Control / Integrated Management System 50 19. Programme Close Out 52 20. Lessons Learnt 54 Appendix A: Historical Background 58 Appendix B: Abbreviations and Definitions 61 Thameslink Programme - Key Output 2 - Close Out Report Introduction Thameslink is the railway that runs from • A new dive-under at Bermondsey to Bedford to Brighton, the only route that has separate train services; and direct, unbroken north-south connectivity • A ‘Structure Strengthening Programme’ through central London. on the approach to London Bridge in line with the proposed track re-alignment. Prior to the Thameslink Programme, there were significant capacity constraints that Over the past six years, the partnership restricted trains at eight-car length. The has delivered the £1.8bn of major civil and route had numerous junction bottlenecks, rail infrastructure works included within the which limited the frequency at which its scope. The bulk of these works concluded in services could operate through the central December 2017 when the fully remodelled London core section. London Bridge station reopened. The programme was split into three distinct This is an example of a client acting benefits changes known as ‘Key Outputs’: maturely and approaching a very challenging project in a way that was both • Key Output 0 - To increase from 8 to innovative and based on experience. This 15 peak train paths per hour between was the first time Network Rail had adopted Blackfriars and St Pancras and associated a programme management approach (as enabling works to facilitate the delivery opposed to managing a suite of projects) of subsequent Key Outputs. This was and was thus able to focus on the delivery of completed in March 2009; benefits, as opposed to outputs. • Key Output 1 - To allow 12-car operation between Bedford and Brighton by 10 Network Rail provided strong leadership December 2011 and to deliver new where appropriate, acknowledged the infrastructure capability by 10 April strengths and weaknesses of the supply 2012 to enable the new Key Output 1 chain and put in place a collaborative Timetable to be introduced in May 2012; environment that allowed all partners to • Key Output 2 - To provide the completed work together in a mutually beneficial way. Thameslink service giving a further The working culture and the processes that improved train service of up to 24 peak were put in place on the London Bridge train paths per hour through the central project were key to its success and there London ‘core area’ by December 2018. would have been significant risk of failure, particularly around programme, if a more The London Bridge Area Partnership was traditional approach had been adopted. created in order to facilitate delivery of Key Output 2 and consists of the client Network There is much that Rail and three delivery partners Costain, the industry can Siemens Rail Automation and Balfour learn from what Beatty. Its scope of works included: was done here and a similar approach • Redesign and construction of London could be just as Bridge station including new through powerful on future platforms and enlarged concourse; projects. • Re-signalling, update of traction power supply and telecoms on the remodelled track layout at London Bridge station; • Installation of signalling and track on the Duncan Wilkes new Borough Viaduct; Thameslink Programme Close Out Director 5 1. Executive Summary Duncan Wilkes KO2 started formally in November 2012 Unlike the standalone Programme, close- although a considerable amount of out activity was delivered by a dedicated development work and some construction Close Out Project forming part of the Capital had already been completed during KO1. Delivery Directorate of the Southern region. KO2 finished formally on 18 September Final close-out of TLP occurred in September 2020 when the final key milestones were 2020. delivered providing infrastructure capable of supporting 24 trains paths per hour (tpph). TLP is recognised as being the first multi- billion-pound, multi-discipline Programme of At the time of writing (October 2020), KO2 works delivered entirely by Network Rail’s had an anticipated final cost of £2,927m. Infrastructure Projects Directorate, without the support of a third-party Programme Including KO0 and K01, the cost of the total Management organisation. Thameslink Programme was £4,914m. Thameslink Programme - Key Output 2 - Close Out Report This aerial shot shows the enormous new train shed and sidings at HornseyDepot 7 2. Thameslink Background Paul Cumbers Programme Overview In October 2006 the Secretary of State for Transport and the Secretary of State for Prior to 1988 the northern and southern parts Communities and Local Government granted of what is now known as Thameslink were legal powers and planning consents to geographically separate routes. The northern Network Rail for the Thameslink Infrastructure part, running over the existing Midland Main line, Investment Programme (TLP). provided services from Bedford to St. Pancras, with a branch to Farringdon and Moorgate. On the 24th July 2007, the Government announced that it would invest £3.5bn (at 1Q06 In the South the route went from Holborn prices) on the TLP. Subsequently, a further Viaduct to East Croydon and Brighton. It was announcement by the Government in November not possible to travel directly from Bedford to 2010, confirmed that the TLP would be built, and Brighton, as the critical link between Farringdon that programme completion would be extended and Holborn Viaduct was missing. to 2018, minimising disruption to the railway and allowing more time to develop opportunities for A railway between Holborn Viaduct and efficiency savings. Farringdon stations had existed previously. First opened to passenger services by the London The principal objective of the TLP was to increase Chatham & Dover Railway in 1866, the Snow Hill accessibility to, from and through the heart Tunnel provided the crucial link in the only north- of London by improving and expanding the south railway route through central London, existing Thameslink service. The Programme was enabling cross-London passenger and goods providing the infrastructure that would allow a services to be run by several main line railway major expansion of Thameslink services. companies. Between 1916 and 1969, the line was used for freight service only. A substantial increase in capacity was achieved by increasing the length of trains that could be Following a period of closure to through traffic, accommodated, the frequency at which they the line was re-opened by British Rail on 16 May could travel and the number of routes served. 1988. With the reinstatement of tracks through The delivery of the TLP was split into three the Snow Hill Tunnel it was once again possible stages: Key Output 0, Key Output 1 and Key to cross the Thames without having to change Output 2. trains. The operation of an electrified passenger service, branded as “Thameslink” had begun. Key Output 0 was effectively a forerunner to the two main construction phases. Completed Since 1988 the Thameslink rail passenger service in March 2009, KO0 enabled a consistent has provided an important North – South link train service to be run during the ensuing between Bedford and Brighton through the infrastructure works; these works being split into City of London. Thameslink has also provided KO1 and KO2. suburban services between Luton and Sutton via the Wimbledon loop and made it possible KO1, the introduction of 12 car operation to cross central London without transferring to between Bedford and Brighton, was completed in London Underground. December 2011. Rail usage is now at its highest level for 50 years This close-out report covers Key Output 2 which and is forecast to continue rising; 70% of all UK involved further upgrades, primarily to signalling rail journeys already begin or end in London and to accommodate 24 train paths per hour (tpph) the South East. The Thameslink route is one of and major platform, track and associated the UK’s busiest. infrastructure re-modelling at London Bridge station. Thameslink Programme - Key Output 2 - Close Out Report 3. Objectives Paul Cumbers The principal objective of the Thameslink economic growth, improving accessibility and Infrastructure Investment Programme (TLP) was increasing availability of an environmentally to increase accessibility to, from and through sustainable mode of transport. The goal was to the heart of London by improving and expanding deliver transport benefits that represent value the existing Thameslink service. The Programme for money creating an overall positive effect on provided the infrastructure that allows a major the community and environment. expansion of Thameslink services. Capacity increase was to be achieved by increasing the Specifically, the Programme has: length of trains that could be accommodated, the frequency at which they could travel, and the • Provided the basis for a major expansion of number of routes served. services using the Thameslink route. • Reduced overcrowding on Thameslink and Department for Transport’s other commuter services. Strategic Objectives • Reduced overcrowding on the London Underground. The DfT’s aim was “transport that works for • Reduced the need for interchange between everyone”. This meant a transport system main-line and LUL train services. which balanced the needs of the economy, the • Provided for the introduction of new cross- environment and society.