Wigan Springs Branch TMD

A Presentation given to the PWI Manchester and Liverpool Section on 4th June 2020 By Les Fox Wigan Springs Branch TMD

Agenda: Introduction Part 1: Overview North West Depot & Stabling Strategy Part 2: Wigan Depot Design Part 3: Wigan Depot Construction

• Target duration 45 Mins plus additional questions (15mins max) Vital Statistics

• New Light Maintenance Depot for use by Northern Rail • Capacity to Service and Stable 24 EMU and 8 DMU Vehicles. • Additional Stabling for 8 Vehicles • 1750m of new safe walkways • Delivery Cost £46m, funded by DfT • 5 New Service Aprons • 3.4km of new track laid • 6 New Motorised Points • 14 New Handpoints • 2.6km of new OLE wire run • 42 new OLE Structures Installed • 5 New Signals & 5 New Stop Boards • 18 new Jobs Created Wigan Springs Branch Depot

Wigan (L&Y) Motive Power Depot: Ince in Makerfield Wigan Springs Branch Depot: Existing

• Existing Network Rail SCO Depot • Leased to DB Schenker • Breakdown Crane Maintenance & Stabling • Seasonal Fleet (MPVs) Maintenance & Stabling DB Schenker at Wigan Springs Branch

Seasonal Fleet (MPVs)

75T Breakdown Crane Existing Depot Layout Wigan Springs Branch TMD

Part 1: North West Depot & Stabling Strategy NW Depots and Stabling Strategy

Depot Types (Taken from NR Passenger Rolling Stock Depot Planning Guidance Dec 2011) Rolling Stock: Basic Terminology

Vehicle / Car / Carriage Class 150 car

2 car Class 150 set Unit / Set

Formation / Train Class 142 2x2 Car formation North West Depots & Stabling Strategy

Why?

• Large Increase in Electric Trains in the North West: Mainly due to Northern Hub, NWEP and TP West.

What are the benefits of EMUs?

• Produce less 20-35% less carbon overall (zero emissions at point of use); • Have 20% more seating capacity compared to older DMU stock; • Have better acceleration and superior braking systems; • Quieter and cheaper to operate; • Lighter than DMUs so cause less wear and damage to the track. North West Depots & Stabling Strategy

Timeline:

• GRIP 1 Scope Definition produced by Network Rail in 2008 • CP5 High Level Output Specification (HLOS) published 2012 • GRIP 2 Feasibility Study By WSP-PB in 2014 • Subsequent GRIP 3 Outline Designs by WSP-PB & Arcadis 2015 to 2017 • GRIP 4 to 8 Detailed Design by Arcadis, Atkins, WSP 2016 to 2020 North West Depots & Stabling Strategy

Key Stakeholders:

• Network Rail: Sponsor Team, Property, Operations, TME • DFT (through NR Sponsor) • TOCs: Northern Rail & First Trans Pennine Express (FTPE) • Siemens (Ardwick Depot) • Allerton Depot Project Team (Ongoing works at Allerton) North West Depots & Stabling Strategy

Existing Rail Depots in the North West are Full to Capacity:

• Blackpool North LMD • Barrow-in-Furness • Carlisle Station (overnight cleaning) • Newton Heath • Workington (overnight cleaning for Cumbrian Coast) • Buxton (overnight cleaning) • Allerton • Longsight • Stockport • Wigan Wallgate • Additional Train Crew Depots: Workington, Liverpool Lime St, Manchester Victoria, Manchester Piccadilly, Buxton North West Depots & Stabling Strategy

Existing Rail Depots in the North West are Full to Capacity:

• Siemens at Ardwick and York maintain the Class 185 Desiro and the Class 350/4 trains; • Bombardier at Crofton Maintain the Class 170 trains;

FTPE Train Crew Depots:  Liverpool Lime St Station  Preston  Barrow-in-Furness  Blackpool North Station  Manchester Piccadilly  Manchester Airport (Conductor only facility) North West Depots & Stabling Strategy

Existing Rail Depots in the North West are Full to Capacity:

Existing Depot Existing Capacity (2015) Stockport LMD 36 DMU Ardwick TPE Depot 67 EMU / DMU Blackpool Carriage Sidings 60 DMU Allerton Depot 126 DMU Wigan Wallgate LMD 22 DMU Newton Heath Depot 92 DMU Lonsight LMD 61 EMU/DMU Edge Hill Depot 12 DMU Preston (ad hoc stabling: Croft St, 32 DMU/EMU Parcels Platform, Carriage Sidings)

Total 508 Vehicles North West Depots & Stabling Strategy 7 Key Location Areas Selected: Total of 41 Sites Assessed Area Location Existing Capacity MU Vehicle Net change to Existing (Cars) Requirements by 2018 Depot Capacity (Cars) (Cars) Allerton 126 DMU 76 EMU 24 DMU -26 Blackpool 60 DMU 28 EMU 20 DMU -12 Preston N/A (New Depot) 2 DMU 20 EMU +22 Blackburn N/A (New Depot 28 DMU +28 Wigan Springs Branch N/A (New Depot) 20 EMU + 8 DMU +28 (increased to 38) Central Manchester N/A (New Depot) 10 DMU +61 EMU +71

Guide Bridge N/A (New Depot) 85 total (EMU + DMU) +85

DMUs displaced by new EMUs: 74 at Allerton and 40 at Blackpool Projected net increase to existing NW vehicle capacity (DMU & EMU) +196 by 2019 North West Depots & Stabling Strategy

Whole Life Cost Considerations North West Depots & Stabling Strategy

Chosen Sites (by 2016): Depot Location Programme Wigan Springs Branch Completed February 2020 Blackpool Carriage Sidings Completed Feb 2018 Preston Croft St Sidings Completed 2016 Blackburn King St Coal Yard Completed July 2017 Allerton Completed 2016 Siemens Ardwick TPE GRIP 3 completed 2018 Leyland* Completed 2017 *Leyland was a Late temporary addition (open 2016), due to Wigan and Blackburn both being 1 year late: • Track relaid to accommodate 28 vehicles, • 3 sidings including single triage siding, wash on exit. • Site was demobilised in 2019 Part 2: Wigan LMD Design Northerns Fleet at Wigan

Class 195 DMU Class 331 EMU Class 319 EMU (769 Bi-mode & 799 Tri-mode)

‘Super Sprinter’ Class 153/155/156 Class 321/322 EMU Class 323 EMU Existing Depot Layout Proposed Depot Layout Signalling Scheme Plan Wigan LMD Facilities Requirements

• Fuelling (DMU Fleet) • CET (Controlled Emission Toilets) ‘Triage Servicing’ • Tanking (Potable Water) • Other Consumables, Screen Wash, Hydro/Lube Oil, Ad-Blu (Newer DMUs) • Sanding (Sandite) • Screenwashing • Battery Charging • ‘A & B Exams’ (also ‘S’ Exams – Daily Prep) • Internal Cleaning • Carriage Washing (on Departure) • Stabling for 40 vehicles (4 x 8 on Service Sidings and 2 x 4 on Headshunts) Atkins Detailed Design Disciplines

• Permanent Way • Civils (including Architecture, Highways, Drainage & Geotechnics) • Telecoms • Signalling (including Signal Sighting) • OLE • Electrification & Plant • Power & Distribution • EMC & Bonding • Ecology & Hydrology • Human Factors Pway Design Package Split New Turnouts: S&C Types

• Handpoints: 9 No. CEN56 BV8 & 1 No. AV7 Layouts on timber. • Handpoints: CEN56 BV Scissors Crossover on Timber • Motorised S&C: 5 No. CEN56 CV9.25 Turnouts (Modular) & 1 No. BV Traps New Turnouts: BV Scissors Crossover New Turnouts: BV8 Handpoints New Turnouts: BV8 Handpoints New Turnouts: AV7 & BV8 Handpoints Motorised S&C: 5 No. CEN56 CV9.25 Turnouts & 1 No. BV Traps New Fixed Buffer Stops

6 No. new fixed buffers (Rawie Type) Service Sidings and Bickershaw Headshunts New Sliding Friction Buffer Stop

Rawie Type 2Z EB/2 on DBS Loading Bay Fuelling Sidings Containment Slab Track

Blackburn (2017)

057/048028 10mm Rubber Pads 057/048027 Blue GRN Sidepost Insulators 1600 no 057/048255 E1809 Clips Fuelling Sidings Containment Slab Track

Completed Sonneville LVT Slab system supplied by Vigier Rail Designed by Atkins, Installed by Volker Rail & MPB Carriagewash Machine

Completed Carriagewash Machine (Flail & Detergent) Supplied and Installed by EMEG Sonneville Track Slab design by Atkins, Installed by Volker Rail Carriagewash Machine Service Troughs Through Slab Runaway Mitigation Measures

RSSB Requirements for Parking Brakes on UK Railways

“For compatibility with GB mainline railway, each multiple unit or fixed formation passenger train shall be fitted with a parking brake that is capable of holding the unit / formation, in the design mass in working order, stationary on a minimum gradient of 1 in 30 (33 o/oo)

Risk:

Because the parking brakes are spring applied and apply automatically when the main reservoir pressure drops due to leakage on a stabled unit without the compressor running, there is minimal risk of the parking brake failing to apply on a complete unit. There is however a plausible risk that one parking brake actuator would fail to apply. Runaway Mitigation Measures

• SNC Lavalin Cals showed that the maximum acceptable gradient for a stabling location is 1 in 100. Conservatively a gradient of 1 in 150 would allow a larger safety margin. • New Bickershaw Headshunts Designed with a 1:150 track Gradient; • New Service Sidings and Loading Bay designed with 1:150 Track Gradients; • Derogation against NR Standards signed off by Network Rail at GRIP 3 AIP Design;

However:

• Northern requested additional mitigation measures, based on 5 previous runaway incidents at other Northern Depots. • Optioneering study carried out by Atkins, various workshops with all Stakeholders, lots of different options considered.

Final agreed option comprises an automated wheel stop with a secondary automated derailer as a fail safe backup. Each Wheel Stop/Derailer set operated by a push button control Runaway Mitigation Measures Runaway Mitigation Measures

Wheels Stops and Derailers – Principles and Layouts conceived by Atkins Equipment Designed, Supplied and Installed by EMEG Runaway Mitigation Measures

Wheels Stops and Derailers Installed on Sonneville LVT Slabs Runaway Mitigation Measures

Wheels Stops and Derailers Installed on Sonneville LVT Slabs Runaway Mitigation Measures

‘Rear’ Installation on Bickershaw Headshunt No. 1 ‘Front’ Installation on Bickershaw Headshunts Servicing Equipment

5 Aprons (A to E) for 4 No. Service Sidings: Tracks spaced at 4.865m RE-RE Servicing Equipment

Fuel Oil (Diesel), Ad-Blu, Coolant and Oil Dispenser CET and Tanking (Potable Water) Servicing Equipment

Automatic Sanding System – Sand Dispensing Vessels (SDV) Bulk Materials Plant Room and Silo Servicing Equipment

Fuelling Roads Canopy with Suspended Services Access Platforms

Mobile ‘Hopups’ Shunters Cabin

AB Fabrications Plant Rooms

Carriagewash & CET Plantrooms & Cleaners Store Fuel Pumphouse & Storage Tank & Sand Silo Car Parking, Sub Station & LV Switch Room

26 No. Car Parking Spaces Depot Staff Accommodation & Welfare

Former Orion Training Centre Refurbished Part 3: Wigan LMD Construction Volker Rail Staging Strategy Bickershaw Headshunts

Track Formation Lowered by over 2.0m Bickershaw Headshunts

Top Soiling Regraded Cutting Slopes S&C for Service Sidings & Loading Bay S&C for Service Sidings & Loading Bay Stormwater Attenuation Tank Carriagewash Settlement Tank & Pumping Station Sitewide Signage Tamping

Volker Rail Road Transportable ‘Beaver’ Tamping