From under faithfully restored ironwork arches of a 140-year-old London terminal, the U.K.’s inaugural high-speed rail service to the Channel Tunnel will push off on Nov. 14. By being delivered within budget and on schedule, the $11.6-billion “High Speed 1” sets a tough target for London’s even bigger Crossrail project, now heading off on its 10-year journey.
Having successfully delivered HS1, along with over one million completion documents, design and management team Rail Link Engineering has largely disbanded. But much of RLE’s experience, earned over nine years of construction, has migrated to Crossrail.
“We looked at HS1 quite a lot,” says Douglas Oakervee, executive chairman of Cross London Rail Links Ltd. (CLRL), Crossrail’s owner. As RLE wound down over the last 18 months, key staff have crossed town to join his team in Victoria, he adds.
Cross-fertilization between the projects has intensified through firms working on both projects. London-based Arup Group and Halcrow Group, RLE’s lead civil engineering designers and part owners, are now working on Crossrail. RLE’s controlling partner and HS1’s project manager, Bechtel Inc., San Francisco, is CLRL’s development manager.
In terms of tunneling and complexity, HS1 and Crossrail are alike. HS1’s second phase, now ending, comprises just one-third of the 109-kilometer-long line to the coast, but it accounts for two-thirds of its cost. Bringing trains into St. Pancras International terminal from just south of the Thames River required 22 km of twin bored tunnels.
Crossrail, involving 118.5 km of railroad, will link networks on either side of London, with about 21 km of twin tunnels and 38 stations.
Initially, CLRL planned to procure the project in design-construct contracts. Instead, like RLE, it will complete design itself and award construction-only packages. Having consulted with the industry “it was quite clear the appetite for design-construct was not very strong,” says Oakervee