Across the final days of 2025, and the first of 2026, Network Rail and the rail supply chain delivered a substantial and varied programme of works valued at £162.7 million.
Major projects were delivered nationwide, spanning both asset renewals and enhancement works, laying the groundwork for future network upgrades and helping to ensure reliable, efficient operations for years to come.
In some areas, work extended into late-January, with recently completed activity on the northern section of the West Coast Main Line finishing on 15 January, and elements of the Transpennine Route Upgrade continuing through to 29 January.
Included within the programme were 27 projects delivering complex infrastructure renewals or enhancements classified as RED under the Delivering Work Within Possessions (DWWP) assurance process. These works were therefore assessed as having a higher risk of possession overruns and/or a greater potential impact should an overrun occur.
Across the next few pages, Rail Engineer does its best to provide a snapshot of the schemes undertaken during the period.
Eastern Region
Kensal Green S&C renewal: This renewal was driven by multiple defects including sub optimal track geometry. The works delivered included the renewal of 10 point ends, 223 metres of plain line track renewals, the installation of new point operating equipment, cable management upgrades and OLE adjustments.
The site encountered delays against the original milestones; however, revised milestones included sufficient contingency, and the available float was used effectively, with no overall loss of time.
Cambridge Stage 2 commissioning: The Cambridge Resignalling, Relock and Recontrol (C3R) project required a blockade in the Cambridge station area from 25 December to 4 January. The upgrade includes the introduction of a new MCS-Infinity control system supported by Smartlock interlocking and Smart I/O object controllers, alongside upgrades to seven level crossings over four stages.
Stage 2 focused on upgrades between Cambridge, Stansted Airport, and Royston, involving nearly 50,000 staff hours over the Christmas and New Year period. Key deliverables included: commissioning two new interlocking areas and recontrolling two others; implementing fringe alterations to York ROC and Liverpool Street; installing two MCS-Infinity workstations controlling over 30 miles of track; and commissioning 22 housings for SmartIO object controllers and 370 Signalling Equivalent Units (SEUs) – the largest single-stage commissioning Alstom has completed. A level crossing at Meldreth Road was upgraded to MCB-CCTV.
Challenges included pre-existing infrastructure defects and critical test logs identified during commissioning, which were addressed through close collaboration with local delivery units, TOCs, and operations teams. Only 40 deferred test logs remained, reflecting the efficiency of engineering teams.
Dalton Bank bridge reconstruction: This bridge had localised cross girder failure and masonry fractures at the abutments. The project fully restored the bridge to Route Availability RA9 by replacing the deck using Self-Propelled Modular Transporters (SPMTs).
Core works, including demolition of the old deck and installation of the new structure, were completed during a blockade from 24-27 December, following preliminary site setup, vegetation clearance, and temporary works established from September 2025.
Challenges included a minor hydraulic jack issue on the SPMT; extended time for installing ballast retention units; and the impact of severe cold weather on T+1 tamping. Adjustments were made to maintain the right-time handback, with welding completed in a subsequent possession and incremental speed increases applied. Planned follow-up works will achieve full line speed for both Up and Down lines, ensuring operational performance is fully restored.
TransPennine Route Upgrade
EIS I – Huddersfield & Mirfield: These works delivered the final alignment of the slow lines through Mirfield, a key milestone for capacity increases along the route. Mirfield station’s island platform was completed and the footbridge opened, helping to create a fully accessible station once the lifts are commissioned.
Works completed included the final track alignment for the Down and Up Huddersfield Fast lines, finalising the new Platforms 1 and 2, and installation of a new HM563 signal and platform 1 Off Indicator, along with associated signalling apparatus.
EIS U – Church Fenton resignalling & remodelling: This work was done during a 32-day blockade which started on 27 December. Works completed included re-signalling works in the ECML area over Colton Fringe (EIS1), Hull Lines from Neville Hill East to Gascoigne Wood and Milford to Sherburn (EIS2), and Normanton Lines from Sherburn Junction to Colton Junction (EIS3).
Track works included the Cat 11 renewal of the Down Leeds line at Church Fenton, the blockade for which continued until 26 January. Completion of the blockade and related works will enable Authorisation LSI at Church Fenton. In total 70 new signals were installed, 3km of track was renewed, two platforms were realigned and 300 metres of drainage installed.
North West & Central Region
Hanslope blockade: Work to renew Hanslope junction closed the West Coast Main Line (WCML) north of Milton Keynes from 24 December to 5 January. It involved the renewal of life-expired junction infrastructure originally installed around 1997. The scheme focused on replacing eight crossovers and associated plain line to restore reliability at this critical junction.
Works included the renewal of 16 point ends using NR60 rail and G44 sleepers, with under sleeper pads installed throughout. Around 10km of new cabling was installed to support upgraded points heating and signalling. DNO power was upgraded and a new OLE gantry was also installed, replacing the previous structure which had been damaged by a collision.
A full All Line Block enabled the centre lines to be renewed in a single stage, allowing welding and stressing activities to be completed efficiently. Key lessons included the importance of clearly defined hold points, sufficient contingency resources, and careful planning of possession access for complex schemes of this scale.
During this blockade, Platform 4 at Milton Keynes was rebuilt. This required the installation of 83 hollow-core beams, 321 precast concrete copers and over 300 square metres of temporary surfacing, with further permanent surfacing planned.
Clifton M6 overbridge replacement: This project involves the replacement of railway bridge which carries the West Coast Mainline (CGJ7) over the M6 motorway in Cumbria. It closed the WCML south of Penrith from 31 December to 15 January. The existing structure was a three-span continuous post-tensioned bridge which, following assessment, was identified as requiring strengthening or replacement. Details of this work can be found in the Notice section on page 8.
Kingmoor resignalling: This work took place during a six-day blockade, running from 19:00 on 31 December to 05:00 on 7 January. Existing signals were replaced with new Dorman lightweight ILS fold-down signals, while control was retained within Carlisle Signal Box via a new NX signallers’ panel using plug-and-play and PMUX technology.
A new IFS control panel was commissioned at Kingmoor Yard to manage shunting movements, supported by a new CBI system renewing the Kingmoor and Etterby interlockings, and CCTV crossing at Floriston. Further works included replacement of the Floriston TDM system with a Siemens Westronic 1024 system, upgrades to FTN-X transmission capability, and the introduction of lockout devices to safeguard staff access. Electro-pneumatic points were converted to MK II clamp locks, allowing recovery of the air main system.
All planned activities were completed as scheduled. One accident occurred where the injured person trapped their thumb on a troughing lid during cable route works. An investigation is ongoing.
Scotland’s Railway
Burnhouse S&C renewal: Located between Mossend North Junction and Whifflet South Junction (SCM2), these works delivered the renewal of six point ends, refurbishment of eight point ends, 750 yards of track renewal, and 451 yards of track drainage. Works also included signalling and telecoms upgrades, overhead line equipment alterations, points heating enhancements, and line speed increases on the Up and Down Reception lines from 5mph to 15mph.
The project removed the long-standing 50mph temporary speed restriction to restore the line speed to 75mph. Track drainage repairs now allow the system to function as intended. Additionally, 60 yards of life-expired track within the DB Cargo yard were renewed, optimising resource use while on site.
All planned works were completed successfully, despite minor Tamper and Autohopper breakdowns during delivery.
Bowling underbridge installation: During a blockade between 24 December and 2 January a new railway underbridge was installed using a Self-Propelled Modular Transporter (SPMT). The bridge provides a new road link connecting the former Exxon Oil Terminal at Bowling with the A82 Trunk Road, supporting West Dunbartonshire Council’s redevelopment plans.
The works included temporary removal of signalling and track, bulk excavation, installation of the new structure with backfill, and the reinstatement of signalling and track on the Up and Down Main lines. Post-possession follow-up works and demobilisation were also completed.
Two ballast retention units were postponed due to clashes with RC wire and will be installed later using track-mounted plant.
Portobello interlocking & lineside renewal: Between 24 and 27 December, the Portobello Interlocking & Lineside Renewal project replaced the legacy Portobello SCR Geographical Interlocking with a resilient Computer-Based Interlocking (CBI), supported by upgraded power supplies, fibre communications, and comprehensive cabling for signalling and telecoms. All signal heads were converted to LED, improving reliability and reducing maintenance needs.
Additional works included the commissioning of Craigentinny Interlocking and Shunter panels, power upgrades to Class II, and the rationalisation and recovery of redundant infrastructure and cabling.
All planned works were completed successfully, with no issues encountered.
Haymarket to Dalmeny electrification work: These works were part of Fife Decarbonisation Phase 1, a key element of Scotland’s Railway decarbonisation programme. The project forms part of a wider plan to electrify 123.4 single track kilometres by December 2028, including sections from Haymarket to Dalmeny, Kinghorn to Thornton North, Thornton North to Ladybank, Cardenden to Thornton North, and Thornton North to Leven.
During the Christmas and New Year period, a Permanent Earth Section (PES) was installed to facilitate overhead line equipment construction. Associated updates to TIVR workstations at Edinburgh IECC were completed, and overhead wiring was partially installed from Haymarket Depot to Saughton Junction.
During a blockade between 17 and 25 January several bridges were rebuilt and track was lowered as part of this electrification work.
Works were temporarily curtailed due to plant breakdowns.
Southern Region
Queenstown Road S&C renewal: This work included Category 70 renewal of multiple point ends and associated plain line, renewal of Platform 2 plain line, and the upgrade of junction and route indicators. Track circuit equipment was modernised through conversion to EBI400 units, while 1,160 metres of conductor rail was renewed, with sections reused where suitable.
Points operating equipment and points heating systems were upgraded. The scheme also delivered geometric track improvements, providing a smoother ride and reducing the risk of component failures, alongside improved signal sighting through new junction indicators.
All planned relay works and signalling and electrification upgrades were completed, with the majority of welds delivered as planned. Lessons learned included the need for greater flexibility in train planning, plant resilience, and possession arrangements on complex S&C renewals.
South Bermondsey station refurbishments: The work at South Bermondsey renewed life-expired platforms. It reused existing trestle foundations where feasible and fully reconstructed the final section with new screw piles, a steel sub-frame and track tamping. New GRP decking was installed across the platforms, providing a durable, low-maintenance and compliant surface. Drainage, lighting, LV power and data cabling were also upgraded to modern standards. Despite challenging winter conditions and restricted possessions, the refurbishment has restored structural integrity and delivered a safer environment for passengers.
Wales & Western Region
HS2 Old Oak Common: Delivering key under-track crossing (UTX) and overhead line equipment (OLE) upgrades at Old Oak Common, this work supports the wider HS2 interchange development. OLE works comprised low-mileage balance weight anchor (BWA) conversions to Tensorex arrangements, bracket replacements, recovery of redundant headspans, and transfer of OLE wiring onto new and existing structures.
All planned UTX and OLE works were completed successfully. Minor plant and locomotive breakdowns were managed effectively through rapid mobilisation of contingency resources, avoiding programme delay.
Poplars Line electrification: The Poplars electrification work delivered the overhead line connection between the Reliefs and Poplars which required the installation of two new wire runs, modification of an existing wire run, removal of a temporary Permanent Earth Section, commissioning of a motorised switch, and section proving, alongside updates to TVSC workstations and Didcot ECR screens.
The scheme provides an alternative electrified route during Great Western Main Line closures. Section proving and all safety-critical works were completed and handed back within the planned possession.
SCADA update issues prevented full end-to-end testing and remote operation of the new switch, which remains in manual operation. Migration faults required systems to be reverted, with outstanding SCADA and switch testing works replanned for Easter 2026.
Wantage Road S&C renewal: The first of three planned weekend stages to renew life-expired track and switch and crossing (S&C) assets, these works included the renewal of two and 137 yards of associated and 50 yards of unassociated plain line renewal. An insulated rail joint (IRJ) on the Down Relief was removed and replaced with three pairs of 60-foot Cen56 closure rails. Minor OLE adjustments were completed to align with the new track layout.
All planned works were completed, including S&C renewal, tamping, and welding. Lessons learned included managing frozen ballast impacts on tamping plant and improving coordination around overlapping maintenance TSRs, which have been addressed in future stage planning.
Performance and hand backs
Of the planned 2,454 network-wide possessions that took place between 24 December 2025 and 5 January 2026, 21 service-impacting possession overrun incidents occurred.
The most serious possession overrun occurred at a maintenance worksite where difficulties were encountered installing a switch panel at Mount Gould Junction in the Plymouth area. Further delays caused by staffing issues and a machine breakdown resulted in a total of 1,189 minutes of delay to GWR services and those of 10 other train operators.
The second occurred in the Cambridge area where a delay collecting a worksite marker board prior to a possession being shortened back resulted in 354 delay minutes to two Freight Operators and passengers of six Train Operators.
Given that the total number of possession overrun delay minutes incurred was 3,576 minutes across 21 incidents and the total number of booked possessions across the wider business was 2,454, this represents a successful possession handback rate of 99.1%.
Safety
Over the festive period, there were a total of 13 reported accidents, of which one was classified as a lost time injury. Five of the accidents occurred on worksites delivering a major ‘red-ranked’ scheme covered by this report.
Impact on passengers
Much of the work done over and beyond the Christmas period was done within lengthy blockades and so had a significant impact on passengers. During the Hanslope blockade, passengers had a particularly unpleasant experience as a result of the significant overcrowding on the alternative Chiltern lines rail service which has significantly less capacity than WCML services.
Rail Engineer understands that there are some jobs for which blockades are unavoidable and that blockade working is much more efficient than splitting up the work into smaller packages. It also recognised that, in some cases, blockades minimise total passenger disruption by closing lines for fewer days in total. Yet in recent years there has been a significant increase in blockade working which perhaps indicates that the balance between efficient delivery and passenger disruption has shifted towards efficient delivery.
Indeed, the ORR’s assessment of Network Rail’s efficiency noted how costs were reduced by improved engineering access arrangements such as blockades. Yet this does not consider the cost of passenger disruption in respect of loss revenue and the cost of rail replacement services. Optimising engineering access requires such factors to be taken into account, in this respect the creation of Great British Railways should help provide the required overview.
Rail Delivery Group’s Good Practice guide for the delivery of significant engineering works notes that minimising disruption to passengers and freight traffic must lies at the very heart of industry planning. In this respect, Avanti deserve credit for their rail replacement rail service between Carlisle and Preston over the Settle and Carlisle line. Perhaps there is scope to boost the number of seats on diversionary routes in a similar manner.
With thanks
The dedication shown by staff who worked over the holidays to keep the network safer and more reliable is a real credit to the industry. Rail Engineer thanks everyone involved for their hard work throughout the festive period.
Image credit: Network Rail
