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BARRIER

M62 Lofthouse Interchange Parapet

ECI helps deliver complex scheme

The scheme was developed around the core requirement to upgrade the M62 Lofthouse Interchange bridge parapets. They were over 50 years old and at the end of their serviceable life, showing significant surface corrosion and not meeting current specifications.

First identified in 2010, a stringcourse assessment showed it was too weak to take the load of a like-for like system with other complexities meaning replacement had been repeatedly deferred. The past four years has seen modular concrete barrier in place to protect the existing parapet from impact as a ‘temporary’ solution.

Following the successful and efficient delivery of several parapet schemes in the Yorkshire North East region, AGC were approached in 2024 to work with National Highways and their designers to find a solution for the M62 Lofthouse Interchange.

Through early contractor involvement (ECI), a methodology was devised to overcome the challenges. A multi-disciplinary project was then developed with AGC self-delivering the civil engineering, drainage and vehicle restraint system (VRS) aspects and essential maintenance activities carried out by other Scheme Delivery Framework contractors.

What Lies Beneath?

During ECI, AGC engaged their specialist parapet supply chain partner Versco, to input into the design process. Their technical expertise being invaluable to ensure that all elements of the parapet and VRS works were buildable and eliminating potential delays during the construction phase. Comprehensive investigations including trial holes, GPR & Ferroscan were undertaken which determined that a pedestrian guardrail could be installed using the existing parapet plinth foundations. However, placing a high containment (H1 W3) VRS inboard would mean clashes with a high number of services, some in ducts and some direct buried. This was exacerbated by the NRTS transmission station located within the site extents.

These essential services needed to remain operational and advanced works saw diversions and the removal of redundant cables carried out by Telent / McCann.

Minimising Road User Impact

Installation of edge protection and removal of existing parapet requires the closure of the road below. Versco’s temporary works design and innovative edge protection system that is drilled and clamped to the existing string course from the adjacent carriageway kept closures to a minimum. The swift installation behind the parapet meant the M1 carriageways were each closed for just one overnight weekend shift for installation and one for removal.

Similarly, using Versco’s proprietary Pass+Co VRS system in front of the pedestrian guard rail, allowed for localised amendments to post spacings including the installation of off-set baseplates to mitigate interface with rebar in the bridge deck. This eliminated delays during installation.

The M62 has two running lanes in each direction throughout the scheme extents and by using concrete Temporary VRS (TVRS) barriers this capacity was maintained for the road user – for the vast majority of the scheme – while providing a safe working area. The scheme was initially programmed with several carriageway closures, but during the pricing stage AGC were informed this was no longer an option. Good collaboration with Premier Traffic Management and National Highways was required to overcome this challenge, implementing the fewest possible lane closures by shifting the TVRS barriers and undertaking carriageway works (waterproofing, surfacing and joints) during the quietest time – overnight at the weekend.

Managing The Works

As principal contractor AGC were responsible for contractor and client liaison, programme, management of all works and ensuring safe operations. As a multi-disciplinary scheme with several delivery partners, this required excellent coordination and communication.

Work was completed within six separate TM phases to maximise the working windows available. The traffic management for the majority of the project was 24/7 hard shoulder closures using narrow lanes. VRS, civils and drainage activities were undertaken behind a 1km length of TVRS.

Due to other schemes on the network, the construction start was delayed, pushing the scheme into the winter months. While works were predominantly programmed for days, due to the number of shifts lost to the weather, latterly work took place around the clock to maintain the programme.

ORR Visit

Being a high-profile scheme, National Highways regional director Simon Boyle came to see the challenges and progress himself in October 2025. This led to an invitation for the Board of the Office of Rail and Road (ORR), who regulate performance and efficiency on the strategic road network, to visit the scheme the following month. They had a site tour alongside several client representatives to see for themselves how we maintain the asset.

Deliverables

The scheme extents were 250m between the interchange overbridges, with full fence-to-fence renewals across the bridge deck. Activities included:

  • Two 80m Parapets.
  • 720m VRS – Eastbound, Centre, Westbound.
  • 310m kerbs.
  • 160m concrete bays plus concrete hardened verges.
  • 140m drainage including gullies and outlets.
  • 1 bridge joint and 2,600m2 waterproofing (MetRail).
  • 3,800m2 surfacing (DSD).
  • 820m lining (WJ)
“It was a really good informative few hours and I know that ORR took a lot away from it in how schemes are pulled together and delivered. Not least also the environment which we operate in and the needs on the network. Thank you again for making it a success.”
Simon BoyleRegional Director, National Highways