UK Public Sector Contracts & Tenders

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. As part of the CMRIP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. The new turnback siding will be located to the East of Manchester Victoria at Brewery Junction. The siding will be electrified (25KV Overhead Line) and shall be capable of supporting 1 x 6 26m car multiple units of both diesel and electric traction. To enable the access and egress of EMU's from Manchester Victoria to the Turnback, the project will also provide electrification of the Up/Dn Rochdale fasts where required.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. Permanent Way Scope of Work: The supply, installation, testing and commissioning of the new turnback facility to accommodate trains: 1. provision for a 6-car and buffer stop siding facility 2. passive provision for an 8-car and buffer stop turnback facility 3. track drainage This includes all hand back deliverables, such as redline drawings, O&M manuals, and attendance at AMP016 walkouts.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. OLE Scope of Work: The supply and installation and commissioning of new OLE foundations on the UP/ Down Rochdale Fast and on the new Turnback between Dalton Street and Miles Platting Junction (combination of piled, concrete pad, wall-mounted) This includes all hand back deliverables, such as redline drawings and attendance at AMP016 walkouts.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. M & E Scope of Work: The supply, installation, testing and commissioning of the Small power and Lighting systems. This includes, but is not limited to: DNO Cubicle, Mains Distribution equipment, 400v and 230v cabling, Bollard Lighting, Buffer stop Lighting and associated controls. This is to include all hand back deliverables such as red line drawings, O&M manuals, eclipse updates and attendance at AMP016 walkouts.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. Devegetation Scope of Work: - remove the existing vegetation from the proposed footprint of construction work, including removal of invasive species - JKW.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. E&P Scope of Work: The supply, installation, testing and commissioning of the point heating system. This includes, but is not limited to: Mains Distribution equipment, 230v and 110v LV cabling, Heater strips, Heat retainers, Clamp lock heaters, TCBs', PHT's and associated controls.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. Ancillary Civil Engineering Scope of Work: The supply and installation of the new infrastructure. This includes, but is not limited to, the following: new cable trough route, new signal foundations, new LOC foundations, ARMCO barriers, fencing, ducting system, and URX system. This includes all handback deliverables, such as redline drawings, O&M manuals, and attendance at AMP016 walkouts.

Brewery Turnback an enhancement scheme funded by the DfT. Formerly known as Manchester Victoria East Turnback, it has been prioritised for early development from the Central Manchester Capacity and Performance study to boost capacity and resilience. The scheme is for the design and delivery of a West facing turnback, located at Brewery Junction. At Victoria station, the through platforms also accommodate terminating trains due to an imbalance of local services to the east and west of the station. The extended time to terminate and turnback in the platforms restricts platform availability for through services. Operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during times of perturbation. The turnback is to accommodate trains up to 6 car x 26 m vehicles (DMU and EMU); with trains being able to access the turnback to and from Platforms 3-6 at Manchester Victoria station. As part of the MNTP programme, it was identified that the provision of a turnback facility to the East of Manchester Victoria Train station would provide operational flexibility. Currently, the platforms at Manchester Victoria must accommodate terminating trains, this restricts the availability of the through platforms, impacting performance and causing a timetable constraint. In a standard hour, two services, typically from Kirkby / Preston / Wigan are booked to terminate in the through platforms before the driver changes ends and the train departs in the opposite direction. Typical turnaround times are between 5-10 minutes, meaning that the platform, and route through it, remains occupied for the duration of the turnaround. The operational flexibility of the station would be improved if services could utilise a turnback facility to the East of the station. The turnback would also be a service recovery measure during perturbation. ES2-4 design and development was undertaken by WSP Limited and accepted by Network Rail. However, there are many instances within the designs where assumptions have been made stating that the TRU works would be complete prior to commencement of the project and all as built designs and source records would be available. OLE Infrastructure Scope of Work: The supply, installation, testing, and commissioning of new OLE infrastructure on the UP/Down Rochdale Fast and the new Turnback between Dalton Street and Miles Platting Junction (a combination of STC, TTC, and portals). New wiring on the UP/ Down Rochdale Fast and a new Turnback between Manchester Victoria and Miles Platting Junction. All associated OLE works to support the new infrastructure. This includes all hand back deliverables, such as redline drawings, O&M manuals, and attendance at AMP016 walkouts.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage. The supply, installation, testing and commissioning of the point heating system. This includes, but is not limited to: Mains Distribution equipment, 230v and 110v LV cabling, Heater strips, Heat retainers, Clamp lock heaters, TCBs', PHT's and associated controls.

This is an enhancement scheme funded by the DfT and is part of a package of proposed measures in the Manchester area that are planned to boost capacity and resilience, emanating from the Cross Manchester Capacity and Reliability Improvement Study. The scheme is for the design and delivery of an East facing turnback, located on the Manchester, Bolton and Bury Line (ELR: MVE1) adjacent to the existing Salford Hope Street (Cemex) sidings between Salford Central Station and the Oldfield Road Bridge. At Victoria Station, the through platforms also accommodate terminating trains. The extended time to terminate and turnback in the platforms restricts platform availability for through services. The provision of the turnback siding will allow terminating services from the East arriving at Victoria to clear the platform, travel to the turnback siding and await their next turn of duty, clear of the station. There is the further benefit of an additional stop at Salford Central Station for passengers to disembark for Manchester Spinningfields, a major employment location in the city centre. The turnback would also act as a service recovery measure during times of service perturbation. The turnback is to consist of two roads, to accommodate trains up to 8 car x 24m in one road and 6 car x 24m in a second road; with access to and from platforms 3-6 at Manchester Victoria via existing connections. The new east facing turnback shall also be able to operate as a berthing/storage siding, with walking routes to allow train crew to access and egress the railway. The turnback will be fully electrified at 25kV and be fully signalled as a route for planned, rather than simply emergency, usage. Scope entails but not limited to: - Test all new FTN-x transmission circuits to support new FTN-x Network Requirements - Test and commission FTN-x equipment in existing FTN/FTN-x Nodes - Test new copper cables (Including VlVt where appropriate) - Test Existing spare pairs on copper cables - Testing of lineside telephony services - Updates to the Northgate Concentrator at MROC