MANEA & WHITTLESEA STATIONS ENHANCEMENTS
GRIP 3A Option Selection Report eB Ref – 154815-NRS-REP-MPM-500031 Version 5.0
Infrastructure Projects 11 July 2018
Document management
Signature: Prepared by: Tim Milford Date: 11 July 2018
Job Title: Design Engineer
Signature: Reviewed by: David Exeter Date: 11 July 2018
Job Title: Programme Manager
Signature: Endorsed by: David Exeter Date: 11 July 2018
Job Title: Programme Manager
Version Control
Date Version Originator Checker Comments First issue with no cost estimation and 02/11/2017 1.0 Shiva Krishna Apostolos Pitsolis construction programme Updated issue incorporating DRN 01/12/2017 2.0 Shiva Krishna Apostolos Pitsolis comments Final Issue incorporating constructability 07/12/2017 3.0 Tim Milford Apostolos Pitsolis comments
09/04/2018 4.0 Tim Milford David Exeter Updated following VM2 workshop
Updated following comments received 11/07/2018 5.0 Tim Milford David Exeter from FDC
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GLOSSARY
Acronym Definition ABCL Automatic barrier crossings, locally monitored AHBC Automatic half barrier crossings AOCL Automatic open crossings, locally monitored ARMS Asbestos Risk Management System BGL below ground level BGS British Geological Society Closed Circuit Television: often used for station security and CCTV monitoring level crossings CDM Construction and Design Management Regulations (2015) CRD Client Requirement Document CRP Community Rail Partnership CR-T Contract Requirement - Technical DfT Department for Transport DR Disaster Recovery eB Enterprise Bridge (document management system) ELR Engineering Line Reference EMP Ely March and Peterborough Line. ERORA Efficient Recovery Of Redundant ERTMS European Rail Traffic Management System ETCS European Train Control System FDC Fenland District Council Geo-RINM Rail Infrastructure Network Model GRIP Governance for Railway Investment Projects GRP Glass Reinforced Plastic IDC Inter-Disciplinary Check IDG Infrastructure Design Group IDR Inter-Disciplinary Review IPSD Infrastructure Projects Southern Development LCU Local Control Unit
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LED Light Emitting Diode LiDAR Light Detection and Ranging LV Low-Voltage MCB Manually controlled Barriers MCG Manually controlled Gates NR Network Rail OLE Overhead Line Equipment OOU Out of Use ORBIS Offering Rail Better Information Solutions ORR Office of Rail & Road PHCC Points Heating Control Cubicle PVP Positional Video Pixels RAM Route Asset Manager REB Re-locatable Equipment Building RRD Route Requirement Document RRV Road Rail Vehicle RTL Road Traffic Lights SDO Selective Door Operation SPAD Signal Passed at Danger SSSI Site of Special Scientific Interest TOCs Train Operating Companies TSR Temporary Speed Restriction UTX Under Track Crossing UWCs User worked crossings (for vehicles)
NB: Acronyms will be used throughout this document, please refer to the above table for definitions.
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CONTENTS
Document management ...... i
GLOSSARY ...... ii
1. EXECUTIVE SUMMARY ...... 1
2. BACKGROUND ...... 3 2.1 INTRODUCTION ...... 3 2.2 SCOPE AND EXCLUSIONS ...... 3
3. METHODOLOGY ...... 4
4. SURVEYS ...... 6 4.1 SITE SURVEYS ...... 6 4.1.1 Topographical Survey ...... 6 4.1.2 Platform Gauging Survey ...... 6 4.2 DESK TOP SURVEYS ...... 7 4.2.1 Drainage survey ...... 7 4.2.2 Flood risk assessment ...... 9 4.2.3 Ecology / Environment Consideration ...... 9 4.2.4 Structures Condition Survey ...... 10 4.2.5 Geotechnical desk top study ...... 13 4.2.6 Signalling Survey ...... 14 4.2.7 Signal sighting assessment ...... 15 4.2.8 Track componentry ...... 15 4.2.9 Track alignment and Gauging review ...... 15
5. GENERAL DESIGN CONCEPT ...... 16 5.1 PLATFORMS ...... 16 5.2 FOOTBRIDGE ...... 17 5.3 TRACK ...... 17 5.4 SIGNALLING...... 17 5.4.1 Altering existing systems – condition ...... 17 5.4.2 Altering existing systems – compliance ...... 20 5.4.3 Operational risk ...... 23 5.4.4 Operational performance ...... 23 5.5 LEVEL CROSSINGS ...... 24 5.6 ELECTRIFICATION CONSIDERATIONS ...... 25 5.7 LV CONSIDERATIONS ...... 26 5.7.1 Manea Station ...... 26 5.7.2 Whittlesea Station ...... 26
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6. MANEA STATION ...... 28 6.1 GENERAL REQUIREMENTS ...... 28 6.2 EXISTING FEATURES ...... 29 6.2.1 Existing layout ...... 30 6.2.2 Platforms ...... 30 6.2.3 Station buildings ...... 31 6.2.4 Track and Gauging ...... 31 6.2.5 Signalling ...... 31 6.2.6 Level crossings ...... 33 6.2.7 Drainage ...... 33 6.2.8 NR land ownership ...... 34 6.2.9 Buried/other services ...... 34 6.2.10 Car parking / transport links ...... 34 6.2.11 Security ...... 34 6.2.12 Accessibility ...... 35 6.2.13 Environmental/Heritage/SSSI considerations ...... 35 6.2.14 Asbestos...... 35 6.3 OPPORTUNITIES ...... 35 6.3.1 Existing information and projects which affect this study ...... 35 6.4 PROPOSED OPTIONS ...... 35 6.4.1 Option 1 ...... 37 6.4.2 Option 2 ...... 41 6.4.3 Option 3 ...... 45 6.5 SIFTED OPTIONS ...... 49 6.5.1 Option 3A ...... 49 6.5.2 Option 4 ...... 50 6.5.3 Option 5 ...... 51 6.5.4 Option 6 ...... 52
7. WHITTLESEA STATION ...... 53 7.1 GENERAL REQUIREMENTS ...... 53 7.2 EXISTING FEATURES ...... 54 7.2.1 Existing layout ...... 55 7.2.2 Platforms ...... 55 7.2.3 Station buildings ...... 56 7.2.4 Track and Gauging ...... 56 7.2.5 Signalling ...... 56 7.2.6 Level crossings ...... 58 7.2.7 Drainage ...... 59 7.3 OPPORTUNITIES ...... 60 7.3.1 Existing information and projects which affect this study ...... 60 7.4 PROPOSED OPTIONS ...... 60 7.4.1 Option 1 ...... 62 7.4.2 Option 2 ...... 66 7.4.3 Option 3 ...... 70
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7.5 SIFTED OPTIONS ...... 74 7.5.1 Option 2b ...... 74 7.5.2 Option 4 ...... 75 7.5.3 Option 5 ...... 76 7.5.4 Option 6 ...... 77
8. CONSTRUCTION CONSIDERATIONS ...... 78 8.1 GENERAL CONSIDERATIONS ...... 78 8.2 CONSTRUCTION SITES AND ACCESS ...... 78 8.3 CONSTRUCTION PROGRAMME ...... 79 8.4 CONSTRUCTION METHODOLOGY ...... 79 8.4.1 Signalling construction at Manea ...... 81 8.4.2 Signalling construction at Whittlesea ...... 81 8.4.3 Track Construction at Manea and Whittlesea ...... 81 8.5 RESOURCES / MATERIALS ...... 82 8.6 IPS Construction Manager’s Assessment ...... 82 8.6.1 Building Materials ...... 82 8.6.2 Access / Possession Requirements ...... 82 8.6.3 Staging ...... 83 8.6.4 Scarce Resources ...... 83 8.6.5 General Points to note ...... 83 8.6.6 Suggested further work for GRIP 3B / 4 ...... 84
9. OTHER CONSIDERATIONS ...... 85 9.1 NETWORK CHANGE ...... 85 9.2 IMPACTS ON EXISTING MAINTENANCE ARRANGEMENTS ...... 85 9.3 OPERATIONAL RESTRICTIONS ...... 86
10. RISKS, ASSUMPTIONS AND SAFETY ...... 87 10.1 KEY RISKS ...... 87 10.2 KEY ASSUMPTIONS ...... 88 10.3 SAFETY ...... 88
11. RECOMMENDATIONS ...... 89 11.1 MANEA STATION ...... 89 11.2 WHITTLESEA STATION ...... 89 11.3 NEXT STEPS ...... 90
12. ESTIMATION INFORMATION ...... 91
13. VM2 Workshop Outputs ...... 92
Appendices 1 - 14
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Appendix 1 – Topographical survey drawings
Appendix 2 – Platform gauging survey
Appendix 3 – Drainage desktop review (stations)
Appendix 4 – Diversity impact assessment
Appendix 5 – Drawings of all options Appendix 5A – Multi-Disciplinary Option Drawings Appendix 5B – Track Drawings Appendix 5C – Signalling Drawings
Appendix 6 – Hazard log
Appendix 7 – Designer’s risk assessment – CDM
Appendix 8 – Design decision log
Appendix 9 – NRG record drawings
Appendix 10 – Buried services Appendix 10A – Buried services around Manea Station Appendix 10B – Buried services around Whittlesea Station
Appendix 11 – IDC/IDR
Appendix 12 – Assets List (extract from CARRS)
Appendix 13 – Environmental Appraisal
Appendix 14 – References
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1. EXECUTIVE SUMMARY
a) FDC, acting on behalf of the Hereward CRP, has commissioned Network Rail to undertake a GRIP Stage 1-3A (option selection not AiP) project to establish the infrastructure options required to support the master plan associated with the stations at Manea and Whittlesea.
As indicated in Fig 1A, both Manea & Whittlesea stations are situated in- between Ely and Peterborough stations along the ELR route referenced “EMP”. Reference mileage for Manea station is 80miles and 286 yards and the reference mileage for Whittlesea station is 94 miles and 1342 yards.
Fig 1A – Location of Manea & Whittlesea stations
b) Key roles on the project are indicated in table 1.1 below:
Table 1.1: Key project roles
Role Organisation Funder FDC Client (NR) System Operator Principal Designer IPSD Designer IDG
c) Currently the available infrastructure can only support 2-car length train services at both Manea and Whittlesea stations with selective door opening.
d) This study explores the appropriate multi-disciplinary (civil, track, signal, power, electrification and plant.) options which support the infrastructure requirements for 4-car length train operation at both stations. The aim of this stage of the project is to identify the preferred option for each of the two sites.
e) It should be noted that this study does not cover the operational requirements for 4-car train operation at both stations or along the route.
f) It is proposed that no track works are carried out during the implementation of this project. The track is to remain in its existing position. Theoretical/ idealised track alignment designs have been developed that provide a smoothed profile of the existing track geometry. The theoretical track alignment designs will be used to determine all civils and signalling works necessary to achieve compliant offsets to the proposed extensions / new platforms.
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g) For Manea Station, there were 7 options proposed for feasibility study. Following a SIFT workshop, 3 out of 7 options were identified as appropriate options for GRIP 3A development. Refer to table 1.2 to find the brief description of the selected options.
Table 1.2 – Manea station options for GRIP 3A development
Option Brief Descriptions 1 Up & Down Platforms are to be extended at high mileage end 2 Up & Down Platforms are to be extended at high & low mileage ends. The exact balance of extensions at each end of the platform is subject to detailed cross-discipline design. 3 The existing Up platform is to be made redundant or demolished. A new Up platform is to be constructed beyond the signal box and signalling equipment room but not too far from the main road. Down platform is to be extended at high mileage
h) For Whittlesea Station, there were 7 options proposed. Following a SIFT workshop, 3 out of 7 options were identified as appropriate options for GRIP 3A development. Refer to table 1.3 below to find the brief description of the selected options.
Table 1.3 – Whittlesea station options for GRIP 3A development
Option Brief Descriptions Up platform is to be extended at high mileage end and Down platform is to be 1 extended at low mileage end. A new accessible footbridge between platforms is to be provided. The existing Up platform is to be made redundant or demolished and a new platform is to be constructed near to the existing level crossing. Down platform is to be extended 2 at low mileage. A new accessible footbridge between platforms is to be provided adjacent to the level crossing. UP platform is to be extended at high mileage. The existing Down platform is to be 3 made redundant or demolished and a new platform opposite to the Up platform is to be constructed. A new accessible footbridge between platforms is to be provided.
i) Although the drawings indicate the platforms arrangements as of table 1.2 and table 1.3, other permutations are possible for:
• Up platform extensions, • Down platform extensions, and/ or, • Footbridge location/ position.
j) Since some of the options incorporate the existing platforms, it should be noted that approximately 95% of the existing platforms at Manea and Whittlesea are non-compliant to Railway Group Standard GI/RT7016 with regard to platform offsets. There are a number of proposals put forward within section 5.1 in order to bring the existing platform offsets into compliance.
k) A Network Rail estimator will provide the estimated cost for each option.
l) Following an Option Selection workshop a single option for both Manea and Whittlesea Stations will be identified as the preferred options. Subject to funding availability for the next stage, these options will be taken forward through the standard Network Rail GRIP process.
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2. BACKGROUND 2.1 INTRODUCTION
a) FDC, acting on behalf of the Hereward CRP, has commissioned Network Rail System Operator (NR S.O.) to undertake a GRIP Stage 1-3A (up to Single Option Selection but not AiP) project to establish the infrastructure options required to support the master plan associated with Manea and Whittlesea Stations.
b) FDC previously commissioned Ove Arup and Partners in 2015 to carry out high level concept designs for platform extensionsfor 3-car train configuration at Manea station and 4-car train configuration at Whittlesea station. (This document can be downloaded from the Fenland District Council website using the following link); http://www.fenland.gov.uk/article/11323/Manea--Whittlesea-Railway-Stations-Feasibility- Study-Report-2015 Following the public consultation and discussion with Train Operating Companies (TOCs), Fenland District Council (FDC) determined that it wanted to proceed with further design to provide infrastructure capable of delivering 4-car running at both stations as well as an interchange between platforms at Whittlesea Station.
c) The Sponsor for the scheme, NR’s System Operator team, has remitted the Infrastructure Projects Southern Development (IPSD) team to undertake this GRIP 1 – 3A work. In turn, IPSD has remitted IDG to undertake the design work for the GRIP 1 – 3A.. IDG was issued with a CR-T providing the requirements of the commission (reference 154815-NRS-REM- MPM-000001). NR System Operator act as the Client for CDM purposes, IPSD act in the role of CDM Principal Designer on this project, and IDG act as a Designer.
2.2 SCOPE AND EXCLUSIONS
a) The scope of the report is to provide appropriate multi-disciplinary (civil, track, signal, power, electrification and plant, etc.) options which support the infrastructure requirements for 4-car length train operation at both Manea and Whittlesea stations and an interchange at Whittlesea Station.
b) This study does not cover the operational requirements for 4-car train operations at both stations or along the route.
c) A review of MarchStation, which is situated between Manea and Whittlesea Stations, has not been commissioned for this study.
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3. METHODOLOGY
a) The remit for this study has been to provide designs and an option selection report which will deliver the GRIP 3A design for both Manea and Whittlesea Stations and more specifically:
Manea:
1) The platforms are to be extended to accommodate 4-car train lengths and allowance for signal stand back. 2) The types of train the platforms need to accommodate are Class 170, 158, and 172.
Whittlesea:
1) The platforms are to be extended to accommodate 4-car train lengths and stand back. 2) The types of train the platforms need to accommodate are Class 170, 158, and 172. 3) Design must include an interchange between the platforms that allows access when the level crossing is closed.
b) Other requirements are:
1) The design should include provision for the possibility of electrification along the route in the future. 2) Assess the impact only of the platform extensions on the station level crossings. 3) Construction considerations, land take requirements and access options are considered as part of a deliverability strategy for the proposed enhancements. 4) Existing route capability within the project area will not be reduced without agreement of the sponsor.
c) Further details on the projects requirements can be found at the following locations:
1) Clients’ Requirements Document: 154815-NRS-REM-MPM-000003 2) Route Requirements Document: 154815-NRS-REP-EMG-500051
d) IDG Designers visited the two stations in April 2017 to gather site information and photographs and to allow them to consider various options and ultimately develop proposals/options. As a result a number of possible options were identified. The options were reviewed by the design team and further developed through design co-ordination teleconferences, discussions and meetings. The constraints, assumptions, advantages and disadvantages of each option were identified and more details on these can be found in sections 6 and 7 below.
e) It should be noted that as the topographic survey and platform gauging survey could not be adequately completed on time it was decided to progress the design using the available
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LiDAR information obtained from an ORBIS-commissioned aerial survey. The design has been checked at a high-level against the topographical surveys.
f) An internal pre-sift meeting took place in August for the various design groups to further consolidate and integrate the options before the official GRIP 2 feasibility sift workshop with IP Southern Development on the 16th of August 2017. During the sift workshop the options were discussed and marked against a number of pre-defined criteria. After the workshop IPSD, taking into account the guidance from the Client, finalised the sifting proposals and informed the design groups which 3 options for each station were going to be progressed to the next stage. The minutes for the Sift Workshop can be found in eB container: 154815-NRS-REP-MPM-500030
g) At GRIP 3A stage the 3 options for each station were further developed and integrated between the disciplines. An internal pre-IDC was carried out for the design engineers to identify any discrepancies between their designs and an inter-disciplinary check and review (IDC/IDR) was carried out on the 5th of October 2017 for the designers and IPSD’s engineers to review the interfaces of the designs of the various disciplines. Issues that were identified at the IDC/IDR have been dealt with in the designs that accompany this Option Selection Report.
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4. SURVEYS
Both field survey and desktop reviews have been carried out to gather data to inform options.
4.1 SITE SURVEYS
4.1.1 Topographical Survey
a) A topographical survey of both stations was undertaken and will be available for use at the next GRIP stage. IDG verified that there was nothing in the survey results that invalidated design completed to date following a high-level check. This will need to be validated at the next design stage, when the designs are re-drawn using the topographical surveys.
b) A LiDAR survey sourced from Geo-RINM has been used at GRIP 3A to undertake track alignment verification and the development of the options described in this report.
c) Topographical drawings of Manea station and Whittlesea Station are shown in Appendix One.
4.1.2 Platform Gauging Survey
a) Gauging surveys of the existing platforms have been currently being undertaken and will be available for use at the next GRIP Stage.
b) For the purpose of the GRIP 3A study, the Rolling Stock Clearance Database has been used to determine the existing plane of rail X and Y offsets from the track to the platforms. The survey data for both stations was accessed during August 2017.
c) It has been identified that approximately 95% of the existing platforms at Manea and Whittlesea are non-compliant to Railway Group Standard GI/RT7016 with regard to platform offsets. Approximately 80% of the platforms do not have a plane of rail X offset in the range 730 – 745mm and approximately 80% do not have a plane of rail Y offset in the range 890 – 915mm. Further details of the existing offsets gathered from the Rolling Stock Clearance Database are provided in Appendix 2.
d) Platform Gauging surveys have been undertaken as part of the Topographical Survey of both sites and can be found in Appendix 2.
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4.2 DESK TOP SURVEYS
4.2.1 Drainage survey
4.2.1.1 Desktop drainage review (stations)
a) A desk top study for to Manea and Whittlesea stations has been carried out by IDG.
b) Manea Station is a DfT category F2 station with a footfall of approximately 12,020 per annum (figure taken from 2015/16). The station serves a small development of mainly residential buildings and the area is on the edge of a Zone 3 flood plain and is interweaved with drainage ditches/swales. There are no station buildings, however there is a smallwaiting room on Platform 2 adjacent the level crossing and a glazed shelter midway on Platform 1. The approximate existing lengths of platforms 1 and 2 are 42m and 42m respectively.
c) The existing drainage system at Manea is based on an infiltration model with the platforms inclined to shed surface water to the rear face and fall to infiltration to vegetation, soft ground and drainage ditch/swale that run parallel to the rear of each platform.
d) Whittlesea Station is a DfT category F2 station with a footfall of approximately 27,000 per annum. The station serves a mixed development of residential and commercial/ industrial and the area is on the edge of a Zone 3 flood plain and has the Briggate River running tangentially to the west of the station. There are other bodies of water close to the area of the station. There are no station buildings; however there are glazed shelters on both platforms with a covered bike rack on platform 2. The platforms are approx. 85m apart with platform 1 to the west nearest to the level crossing. The approximate existing lengths of platforms 1 and 2 are 45m and 82m respectively.
e) The existing drainage system to platform 1 is designed with the platforms inclined to shed surface water to the rear face and fall to roadway that runs parallel to the rear of the platform. There are no visibly adjacent road gullies so it is assumed that surface water is collected and drained via the road gutter to gullies in Station Road.
f) The existing drainage system to platform 2 is designed with the platforms inclined to shed surface water to the rear face. There is a linear slot protecting the shelter at the eastern end, which discharges to ground at the rear of the platform. There is an existing manhole / access chamber to the rear of the platform and adjacent the shelter which would indicate the presence of below ground drainage, a survey is required to establish the condition and suitability of connection to this system. The remaining length of the platform shed surface water to the rear face and falls to infiltrate to the ground to the rear of the platform.
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g) Refer to appendix 3 to find the Surface Water Drainage Feasibility Report for more information including drainage option proposals for both stations.
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4.2.1.2 Desktop drainage study (track)
a) There is track drainage located in the vicinity of Manea Station. At the low mileage side of Manea level crossing, a run of catchpits is visible in the Down Cess starting approximately 6m from the level crossing. Another drainage run in the Up Cess begins 85m to low mileage of the level crossing, which Geo-RINM identifies as flowing towards Manea level crossing; however no outfall is identified.
b) At the high mileage side of the level crossing, drainage ditches are present at the toes of the embankment, beginning at Manea Station and continuing towards high mileage. Catchpits can be identified in the Up and Down Cess, located approximately 83m and 110m beyond the high mileage end of the platforms respectively. Geo-RINM identifies this section of the drainage system flowing towards high mileage, away from the existing platforms. No outfalls are identified.
c) There is track drainage in the vicinity of Whittlesea Station. A drainage run begins in the 6 foot approximately 12m to low mileage of the level crossing with catchpits located at approximately 30m intervals. This route outfalls into the Network Rail owned land to the rear of the Up Platform. Another drainage run begins approximately 18m from the low mileage end of the Up platform adjacent to 20B crossing with catchpits located at 30m intervals. Geo-RINM identifies the direction of flow as being towards high mileage. No outfall is identified.
4.2.2 Flood risk assessment
a) The following have been extracted from the GRIP 3A - Surface Water Drainage Feasibility Report which can be found in Appendix 3.
b) It should be noted that both developments are not in a flood zone 1, 2 or 3, are more than 20m from a major river/waterway and are less than one hectare. Under the Environment Agency guidelines a flood risk assessment is not required. However it should be noted that although both stations are not in a flood Zones, they are in areas close to Zone 3 Flood Plain and flood storage areas and which also benefit from flood defences.
c) The detailed design must evaluate and address the risk of surcharging, should the drainage connect to public sewers, along with any other necessary risks or impairment to existing flood defences.
4.2.3 Ecology / Environment Consideration
a) Manea and Whittlesea stations do not appear to be included in areas of special environmental, heritage or SSSI interest or in conservation areas that would require special considerations.
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b) However an environmental appraisal has been carried out to identify environmental constraints and aspects that may arise during the design and construction of Manea and Whittlesea station infrastructure enhancements and to list the actions that should be undertaken to manage these aspects.
c) Refer to appendix 13 to view the appraisal and the action plans.
4.2.4 Structures Condition Survey
a) A visual survey was carried out by BCDG to assess the condition of the existing platforms at Manea and Whittlesea stations.
b) There are no station buildings available at both stations. Condition of platforms varies for each platform. Fig 4.2a and Fig 4.2b indicate the status of platform at Manea Station as of April 2017.
c) There are no corduroy tiles installed along the down platform (Platform 1)
Fig 4.2a Condition of DOWN platform at Manea Station (Platform No 1)
Platform surface appears to be not in good Integrity of the platform appears to be in good condition. Requires re-levelling and surfacing condition
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Fig 4.2b Condition of UP platform at Manea Station (Platform No 2)
Platform surface has recently been re-surfaced Platform front wall in good condition
d) Fig 4.2c and Fig 4.2d indicate the status of platform 1 and 2 respectively at Whittlesea Station as of April 2017.
e) The existing UP platform appears to be a traditional solid platform with masonry front wall. There are locally damaged and de-bonded bricks exist to the wall. The wall is in poor condition and requires significant repair works if the platform is to be re-used for 4-car train services.
f) There are no safety corduroy tiles installed along both Up & Down platforms at Whittlesea Station.
g) Although there is no confirmed evidence, due to the presents of industrial units adjacent to this platform, this platform might have temporarily been used as a loading dock. It appears that there is no platform drainage to redirect the surface water. Any contaminated surface water might have seeped through the pointings. These may be the reasons for de-bonding.
h) It also appears that new coping stones have been recently placed on to the old platform without removing the old damaged coping stones. The platform has been recently resurfaced and therefore platform settlement could not be identified.
i) A detailed investigation must be carried out in future GRIP stages to find the exact cause of de-bonding.
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Fig 4.2c Condition of DOWN platform at Whittlesea Station (Platform No 1)
Platform surface appears to be in good Integrity of the platform appears to be in good condition. condition
Fig 4.2d Condition of UP platform at Whittlesea Station (Platform No 2)
Platform surface appears to be in good Platform front wall appears to be not in good condition. condition. Require significant repair works.
De-bonded copers observed. De-bonded bricks, fallen bricks observed.
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4.2.5 Geotechnical desk top study
a) No intrusive ground investigation survey has been undertaken for this project. b) A desk top study using available Geo-RINM and BGS data has been carried out to determine the existing ground profile and to suggest preliminary foundation type for the proposed platform extension.
4.2.5.1 Summary of Ground Profile around Manea Station a) No BGS boreholes are available in the vicinity of the station. b) According to BGS, the site is recorded to be underlain by Peat overlying Oadby Member- Diamicton overlying Ampthill Clay Formation – Mudstone.
4.2.5.2 Preliminary Foundation Assessment for Manea Station a) Due to the presence of peat at shallow depth, depending on its thickness, excavation and replacement with competent granular fill shall be considered or if considerable thicknesses are identified, piling/ground improvement measures shall also be considered.
4.2.5.3 Summary of Ground Profile around Whittlesea Station a) According to information provided by the GEO-RINM website, the station is located on a shallow approximately 2m high embankment. b) An examination of the BGS website, comprising the available online map and the nearest historic exploratory holes, has been undertaken to identify the anticipated superficial and bedrock geology underlying the site. c) Based on the available BGS maps, the site is anticipated to be covered by superficial deposits belonging to the March Gravels Member – Sand and Gravel. A narrow strip of land, trending North West to south east, to the west of the station is not recorded to be underlain by any superficial deposits. The bedrock geology is anticipated to be Oxford Clay Formation. d) Information provided by three historic exploratory holes within an approximate distance of 120m, 138m and 60m North West of the station respectively was also used as part of this assessment. Based on information provided by one of these three holes (TL29NE16), selected due to its relevance to the information provided by the BGS maps, the site is anticipated to be underlain by a thin layer of reworked Peat acting as topsoil at a depth of 0.78mbgl, overlying light brown clayey Sand and sub angular fine to coarse Gravel belonging to the March Gravel Member reaching a depth of 2.15mbgl, overlying Oxford Clay Formation comprising soft to very stiff light blue – green laminated silty Clay with occasional fossils.
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e) To the west of the station, an exploratory hole proves the non-existence of any superficial deposits through recordings of weathered Oxford Clay described as very soft silty Clay at ground level, underlain by soft to stiff light blue- green laminated silty Clay. f) All three available holes record the presence of groundwater at shallow depth ranging between 0.45mbgl and 1.86mbgl.
4.2.5.4 Preliminary Foundation Assessment for Whittlesea Station a) Due to the anticipated presence of the rock head at shallow depth, ranging between 0 and 2.15mbgl, strip footings or raft foundations are recommended as potential foundation solutions to accommodate the platform extensions. b) However, the identified heterogeneity of the superficial deposits ranging from soft clay, potentially peat and sand and gravels, the likelihood of excavation of soft spots and replacement with competent granular fill to form a uniform platform shall be examined.
4.2.6 Signalling Survey
a) Signalling surveys were carried out using the following OMNISurveyor PVP Footage:
• ELR: PMJ Whittlesea Area – Up Direction – 24/03/13 • ELR: PMJ Whittlesea Area – Down Direction – 24/03/13 • ELR: PMJ Manea Area – Up Direction – 01/06/13 • ELR: PMJ Manea Area – Down Direction – 02/06/13
This survey information was used to produce base signalling plans for each of the project sites.
b) Additional information was referenced to supplement the video survey, including:
• Existing signalling plans and wiring diagrams (held by NR Record Group) for both sites; • Routeview imagery; • Sectional Appendix; • Topographical survey; • Information gathered during the site visit. • Asset Condition Report Manea MCB Crossing NR/AN/SIG/ACR16-17/67. • Asset Condition Report Whittlesea MGH Crossing NR/AN/SIG/ACR15-16/10. • Level Crossing risk assessments for Bates UWC, Harts Drove MSL, Manea MCB, Welney Road AHB, and Whittlesea MCG.
c) The correlated base signalling plans were used to produce the option sketches. d) Visual examination of the Relay Room and Signal Box wiring did not identify any condition issues that would add significantly to the works. See 5.4.1.
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4.2.7 Signal sighting assessment
a) The OMNISurveyor PVP Footage listed in 4.2.6 was used.
4.2.8 Track componentry
a) Refer to 154815-TRK-DOC-REP-001 (Manea & Whittlesea Permanent Way Condition Report) for details of the desktop study of track componentry.
4.2.9 Track alignment and Gauging review
a) Refer to Drawings 154815-NRD-MA-EMP-DRG-R-TR-000001 and 154815-NRD-WH- EMP-DRG-R-TR-000001 for details of the existing track alignment.
b) Refer to Appendix 2 for details of the Rolling Stock Clearance Database surveys of the existing platforms at Manea and Whittlesea stations.
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5. GENERAL DESIGN CONCEPT
5.1 PLATFORMS
a) All new platforms will be compliant to current standards.
b) As stated in 4.1.2 c, the majority of the existing platforms at Manea and Whittlesea stations are non-compliant to GI/RT/7016. There are a number of options available in order to bring the existing platform offsets into compliance. i) The first solution available is to implement a track realignment. This is the preferred solution where there are existing Y offsets >915mm and the existing X offsets are not in the compliant range. Constraints at Manea and Whittlesea to implementing this solution are the level crossings and Switches and Crossings (S&C). Moving the track through a level crossing increases the risk of the requirement to undertake modifications to the road profile. Moving the track through S&C increases the risk of the requirement to undertake a heavy refurbishment or full renewal of the asset. ii) The second solution available is to move the platform edge, relative to a theoretical track alignment design. This is the preferred solution where the existing Y offsets are <900mm and the X offsets are <730mm. Constraints at Manea & Whittlesea to implementing this solution are the Z1 values (dimension from the platform edge to the nearest point of the platform wall from the track), as these need to be greater than the proposed horizontal movement of the platform edge. The Z2 value (dimension from the platform edge to the furthest point of the platform wall from the track) also needs to be considered. Moving the platform edge away from the track will also decrease the platform width and impact on the surface drainage. iii) The third solution is a combination of solution i and ii. This is the preferred solution where there are instances of the X offsets <730mm and >745mm and Y offsets <890mm and >915mm for the same platform edge. c) Should the Local Gauging Engineer require correction of the existing non-compliances, one of the three solutions described above will be implemented for the existing platform. A track design (theoretical or to be implemented, depending on the solution chosen) will be provided throughout the entirety of the existing and proposed platform extension, with the platform edge set out to achieve compliance throughout to GI/RT7016. d) Further details of the preferred solution for each of the options are provided in the relevant section of this report.
e) Whether the existing platforms require works to bring them into compliance with GI/RT7016 or not, the platform edge will be set out to ensure a compliant transition is provided between the existing and extended sections in accordance with GI/RT7016 clauses 3.1.2 and 3.2.3.
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5.2 FOOTBRIDGE
a) NR standard footbridge can be used for max of 28m span. Since the required span of the footbridge at Whittlesea Station will be approximately 20m, the NR standard footbridge can be considered for this station.
b) Footbridge supporting columns will be located at least 4.5m away from running line to mitigate the impact from de-railed trains.
c) Considering passive provision for future OLE requirements, 6.75m vertical clearance between the soffit of the footbridge and the rail could be required at Whittlesea Station. The footbridge height is subject to confirmation by the OLE engineers at the next stage.
5.3 TRACK a) It is proposed that no track works are carried out during this project and the track will remain in its existing position.
b) Theoretical / idealised track alignment designs have been developed in Bentley Rail Track that provide a smoothed profile of the existing track geometry, with theoretical lifts and slues +/- 25mm to the existing track centrelines.
c) The theoretical track alignment designs have been used to determine all civils and signalling works necessary to achieve compliant platform offsets for the proposed extensions / new platforms.
5.4 SIGNALLING
5.4.1 Altering existing systems – condition
a) An asset condition assessment has been carried out by the Route Asset Manager for both Manea and Whittlesea Level Crossings. The findings are summarised below:
5.4.1.1 Manea MCB (Date of review 10/03/17):
• Level Crossing Control Unit:
a) Excellent condition, wiring is type A1 to current standards. Condition is categorised as Normal.
• Level Crossing Circuits:
b) Control circuits and power supplies are housed in an REB adjacent to the signal box. This REB dates from 2004 and is provided with air conditioning. The overall standard
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of the installation complies with current standards. Relay bases are of non-phenolic type. Crossing wiring is showing no signs of degradation and is also classified as Normal.
c) Crossing power supplies consists of a 240/110v transformer and a 110/24v battery charger. These and the associated secondary cells are in good condition.
• Road Barriers:
d) Four aluminium barrier booms fitted with LED boom lights and skirts, all in good condition.
• Barrier pedestals:
e) SPX fluid power Mk2 pedestals (2003) all in good condition.
• Other:
f) Road lights, yodalarms and signage in good condition. Road surface in good condition, crossing surface condition is acceptable.
• Summary:
g) The maintainer has not raised any significant maintenance issues. The calculated current remaining nominal life of the crossing is 17.4 years. Although the level crossing is listed on Anglia Route Asset Management Plan as having a planned renewal as an MCB-CCTV in 2017, it is considered that it is more likely that the crossing will likely be renewed as an MCB-OD in 2024.
5.4.1.2 Whittlesea (date of review 03/06/16):
• Mechanical Gates:
a) The gates, reflectorized stop board and gate lamps are in acceptable condition.
b) The road gates at Whittlesea are locked by Key-Locks which are fitted to the locking posts; the gates are manually operated by the Crossing Keeper. Once the gates are closed and locked, the keys are released from the key locks, the keys are then placed in the key lock instrument housed in the gate box.
c) The key locks are in worn but acceptable condition, there are limited spares available.
d) The locking posts are both severely corroded and in poor condition.
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e) The concrete gate posts are secure however the Up side post has sustained some damage.
• Level Crossing Control Equipment:
f) Key lock instrument is in acceptable condition.
• Roadway:
g) The road signage is in good condition, as are the road markings. The crossing surface is considered to be in acceptable condition.
• Summary: h) The maintainer has not raised any significant maintenance issues. The calculated current remaining nominal life of the crossing is 13.7 years. Although Key-Locks are now considered obsolete and spares are difficult to obtain.
i) It is proposed that the provision of modern ‘Fortress Key Locks’ would be a viable life extension option. Other than that the LC should be replaced with an MCB.
• Other infrastructure: j) A site visit to the project areas confirmed that other infrastructure appears to be in fair condition. The semaphore signals might not be suitable for alterations and may require renewal if affected by any of the options.
k) Lineside cable routes appear to be in generally good condition, with cross-track cables protected by a mixture of UTX, troughing, orange pipes and cleating.
l) Rodding and signal wires in both areas appear to be in fair condition; though routing of wires through Manea level crossing uses a duct that may not be appropriate should alterations be necessary.
m) We consider the signalling to be alterable but, such as for any installation such of this type and age, minor renewals may be needed before items are relocated or altered. n) The condition of the illuminated diagrams at both sites has not been fully assessed. An initial inspection during the site visit did not suggest any significant problems. A further condition assessment may be required at GRIP stage 4.
o) The condition of the mechanical interlocking and the lever frame at both sites has not been fully assessed. An initial inspection during the site visit did not suggest any significant problems. A further condition assessment may be required at GRIP stage 4.
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5.4.2 Altering existing systems – compliance
a) The infrastructure at Manea and Whittlesea has been assessed against the criteria specified in NR/L2/SIG/30009/E810 Reasonable Opportunity Assessment for Signalling Alterations to:
• review its compliance to current standards and • highlight any non-compliances present in the project areas and • identify those non-compliances or deficiencies that might be addressed under reasonable opportunity afforded by the project works.
b) Tables 5.1 and 5.2 provide a summary of the non-compliances which were found when both Manea and Whittlesea were assessed against NR/L2/SIG/3009/E810. Full details regarding the findings and any corrective actions which are required are set out in reports: 154815/SIG/YRK/SDG/MANEA E810 and 154815/SIG/YRK/SDG/WHITTLESEA E810. Please refer to appendix 14 to find these E810 reports. c) The RAM (Signalling) will review the reports and feed any additional resulting requirements into the Route Requirements Document (RRD). Typical additions may be categorised as:
• works to bring systems in line with current compliance requirements whether the deficiency is considered to present a significant hazard; • recovery of OOU infrastructure; • equipment renewals; • cable route repairs; • Issues alerted by the Level Crossing Manager (such as repairs to the gate posts and key locks at Whittlesea).
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Table 5.1 Summary of Signalling non-compliances - Manea
Recommendation Standard/ Compliance Comment (option Clause: dependant) NR/L2/SIG/11 No The signals are mechanical semaphores No action. 201 Mod X22: which do not automatically replace upon 1.1.1 passage of a train. However in the Down direction a TSR circuit prevents the track circuit control from picking back up until the signal has been replaced to danger. This control prevents another train from being signalled towards M2 signal until it is replaced to danger. The up direction is the absolute block method of working. This prevents a line clear being sent to Stonea signal box and therefore another train being signalled towards Manea MCB until the protecting signal M23 has been replaced and the block acceptance overlap is clear. NR/L2/SIG/11 No A SPAD of the protecting signals will not Opportunity. 201 Mod X22: initiate the RTLs 2.1.2 2.1.4 No Train detection extends far enough but there No action. is no annunciator fitted, in the Down direction the need to provide a line clear to Stonea means that the signaller at Manea is aware of a train approaching. NR/L2/SIG/11 No Auto Raise not provided. No action. 201 Mod X22 :2.1.6 NR/L2/SIG/11 No Failure of the train detection will not initiate Opportunity. 201 Mod X22 the RTLs. :2.1.7 NR/L2/SIG/11 No Train detection extends far enough but there No action. 201 Mod X22 is no annunciator fitted, in the down direction :4.1.1 the need to provide a line clear to Stonea means that the signaller at Manea is aware of a train approaching. NR/L2/SIG/11 No Train detection is proved clear in manual No action. 201 Mod X22 raise but auto raise is not provided. :4.1.17
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NR/L2/SIG/11 No. Failure of both red lights on any one RTL will Opportunity. 201 Mod X22 not stop the barriers from lowering. :5.1.1 NR/L2/SIG/11 No If one set of RTLs is functioning on both the Y Opportunity. 201 Mod X22 and Z sides of the crossing then the failure is :5.1.3 not indicated NR/L2/SIG/11 No This is done using a 20 second timer, this No action. 201 Mod X22 time exceeds the maximum of 12 seconds :5.1.5 specified by the standard. NR/L2/SIG/11 No There is an indication but in this case the No action. 201 Mod X22 alarm will not sound. :5.1.6 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB. No action. 201 Mod X22 :7.1.1 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.2 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.3 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.4 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.5 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.6 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.7 NR/L2/SIG/11 No There is not an LCU fitted at Manea MCB No action. 201 Mod X22 :7.1.8 NR/L2/SIG/11 No The indication does not flash, the light is No action. 201 Mod X22 steady under normal operation, if a failure :9.1.2 occurs the indication goes black. GK/RT0009 [6] Non- Semaphore signals are Opportunity. 2.2.2 compliant not provided with signal identification plates GK/RT0075 Non- Signal is overbraked in excess of 50 percent No action. 2.1.3 compliant
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NR/L2/SIG/30 Non- Replacement control is not proved at signal. Opportunity. 009/E120 [11] compliant. Signal replacement button forces down the and RR, which in turn cuts the DR feed to the NR/L2/SIG/11 signal. 201/ModB7 [5] section 3.2.3(b).
Table 5.2 Summary of Signalling non-compliances - Whittlesea
Recommendation Standard/ Compliance Comment (option clause dependant) GK/RT0009, Non- Semaphore signals at Whittlesea are not No action. 2.2.2. compliant provided with signal identification plates. Ti 022 Non- TPWS for W4 is non-compliant not effective) TBD. compliant though the point of conflict is the out of use siding. GK/RT0075 Non- W26 and W3 are overbraked. No action. issue 4 compliant NR/L2/SIG175 Non- The records show a dead section in the TBD 2 compliant crossover. This may be a records inaccuracy but has been raised to the Signal Maintenance Engineer.
5.4.3 Operational risk a) The operational risk such as SPADs or delays and accidents caused by equipment failure or signaller error which is present at the two sites is low, due to the simplicity of the existing layout. b) There is additional risk presented by the ineffective TPWS provided at M23 signal. The ineffective TPWS means that a train which SPADs M23 signal will reach a point where it could collide with another train before the emergency brake brings this train to rest. This will be mitigated by alterations to the TPWS arrangements which are proposed by all options presented for Manea. c) See section 5.5 regarding level crossing risks.
5.4.4 Operational performance
a) No advised or observed issues except selective door opening.
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5.5 LEVEL CROSSINGS
a) The table lists the level crossings that may (dependant on option) be affected by the works.
b) The Level Crossing Risk Engineer was consulted with regard to existing risk, and key features noted in the table 5.3 below.
c) Formal risk assessment will be required within the design process for crossings that may be affected by the selected option.
Table 5.3 Summary of Level Crossing Risks
LEVEL TYPE OBSERVATIONS RISK ISSUES RAISED BY THE CROSSING LC MANAGER Manea LC MCB Located to the low mileage side of Risks identified are large number the platforms at Manea station. Is of users, frequent trains and the unaffected by proposed Options 1 crossing is situated near a station. and 2. It has also been noted that the Option 3 will alter the level crossing visibility of the crossing for circuitry to allow the barriers to be approaching road traffic is limited. raised with a train in the Up platform. No instances of misuse during the 12 months previous to the risk assessment. Bates UWC This crossing is used infrequently. Key risks are sun glare, limited No.24 LC The sighting and (probably) the sighting and frequent trains. layout of the crossing will be affected Limited crossing usage by a by Option 1 and Option 2. single farmer. Additionally, when crossing for Up side to Down side, the risks appear to be increased by having to cross the out of use siding which also puts the crossing protection further from the Up Main than would otherwise be necessary. Masons UWC The sighting may be affected by - No.28 LC Option 1 and Option 2. Welney AHB Is unaffected by proposed Option 1 Key risks are large number of Road LC and Option 2. Option 3 will alter the HGVs, frequent trains and sun Up direction stopping strike-in point. glare (although this is classified This change should be limited to a as tolerable). No instances of trackside alteration. misuse during the 12 months previous to the risk assessment.
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Harts Drove MWL Situated to the high mileage of Key risks are sun glare, limited LC Whittlesea station, this crossing is sighting and frequent trains. not affected by any of the proposed Previous instances of crossing platform options. misuse have been recorded. Ramsey AHB Situated to the high mileage of Risk assessment not obtained, Road LC Whittlesea station, this crossing is crossing situated outside the area not affected by any of the proposed affected by the project. platform options. Black Bush AHB Situated to the high mileage of Risk assessment not obtained, LC Whittlesea station, this crossing is crossing situated outside the area not affected by any of the proposed affected by the project. platform options. Whittlesea MG No non-compliances found when Risks identified are large number measured against of users, frequent trains and the NR/L2/SIG11201/ModX20. crossing is situated near a station. The level crossing is not affected by It has also been noted that a large any of the proposed platform percentage of pedestrians cross options, though the pedestrian flow using the roadway rather than the might be affected by the proposed provided footpath. No instances footbridge and (future) car parking of misuse during the 12 months provision. previous to the risk assessment.
d) It is a client requirement to select options that have little or no effect on the risk profile of the existing level crossings. The existing risk profile of the level crossings will be verified through a level crossing assessment.
e) Considering safety, proposals have been tabled during GRIP 2 stage to entirely remove the level crossings and replace by bridges.
f) These proposals have been identified as inappropriate for further development at this stage as it has been advised that a future route level crossing project will consider the best approach for all level crossings along the route, but that this is outside of the scope of the current third party remit.
5.6 ELECTRIFICATION CONSIDERATIONS
a) All designs shall provide passive provision for Overhead Line Electrification and proposals shall not preclude the future electrification of the line.
b) According to GL/RT1210 cl. 3.1.5.1 the minimum height of exposed live parts of a contact line at road level crossings is 5800mm. Allowing for electrical clearances and other OLE tolerances and allowances (to satisfy passive provision for future OLE requirements) it is expected that 6.75m vertical clearance between the soffit of the footbridge and the rail
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could be required at Whittlesea. This can be further refined at the next stages with input from the OLE engineers.
5.7 LV CONSIDERATIONS
5.7.1 Manea Station
The desk top findings from the LV review on Manea are:
a) Currently it appears that there is no points heating installed at site. It is assumed that this will not change in the near future for this project and there will be no points heating requirement for this site.
b) There will need to be management of trough routes with regard to new platform extensions – confirm RAM and maintenance requirement to maintain cable route under platform or have all the cables re-routed to the back of the platforms. Last option requires all circuits to be traced and confirmed by installation contractor. If the cables are in poor condition the relocation could lead to circuit failures and electrical shock hazards.
c) Signalling Power drawing records show that signalling power is locally derived from the signal box. No survey has been undertaken to ascertain the condition of the supply and its equipment, but it is envisaged/assumed, that providing there are no regular outages currently, the system is functioning. The proposed signalling modifications involve no changes to the power system; hence until further development it is believed there are no signalling power requirements.
5.7.2 Whittlesea Station
The desk top findings from the LV review on Whittlesea are:
a) Peterborough Project is removing points 10A and 20B – it is assumed that there is no additional work required since all associated equipment will be removed and the PHCC is on the other side of the signal box. If Peterborough project are working in the area, there could be scope for synergies to be explored with regard to the signalling power supplies at Whittlesea.
b) The platform extension on the down cess will require the walkway lighting to be adjusted by removing the redundant fittings. These shall be replaced by the design for platform lighting over the extension.
c) There will need to be management of trough routes with regard to new platform extensions – confirm RAM and maintenance requirement to maintain cable route under platform or have all the cables re-routed to the back of the platforms. Last option requires all circuits to
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be traced and confirmed by installation contractor. If the cables are in poor condition the relocation could lead to circuit failures and electrical shock hazards.
d) The signalling power is locally derived around the signal box and has not been verified at present. It is envisaged/assumed, that providing there are no regular outages, currently the system is functioning. The proposed signalling modifications involve no changes to the power system; hence until further development it is believed there are no signalling power requirements.
e) Currently there is a trough route that crosses the down siding rail road towards the platform from the signal box. That route has a high likelihood of containing the signalling power cables at 230V and walkway lighting power supply. Damage to that route could lead to loss of signalling power/equipment in the area.
f) Providing none of the point ends are affected by the platform extensions, then the existing points heating in the area shall remain in situ unchanged.
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6. MANEA STATION
Fig 6.0 – Aerial view of Manea Station with overiew of the area
a) Manea Station is situated in-between Ely and Peterborough. This station serves a small community as shown on Fig 6.0.
b) ORR data reveals that total entries and exits to this station in 2015 / 16 year are 12,020. This is a small unstaffed station falling under F2 category.
c) Currently two car train operation exists at two hourly rates.
d) Existing masterplan indicates a car park adjacent to the existing down platform.
6.1 GENERAL REQUIREMENTS
a) All designs shall provide passive provision for Overhead Line Electrification and proposals shall not preclude the future electrification of the line.
b) The project shall assess the impact of any platform extensions on the level crossings and foot crossings, and appropriate mitigations shall be proposed.
c) The existing route capability within the project area shall not be reduced without agreement of the sponsor.
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d) The platforms at both stations shall support the following rolling stock - Class 170, 158, and 172.
e) The platforms are to be extended to accommodate 4-car train lengths and allowance for signal stand back.
f) Further details on the projects requirements can be found in the Client’s Requirements Document: 154815-NRS-REM-MPM-000003
6.2 EXISTING FEATURES
Figure 6.1 – Extract from the 5Mile Diagram
a) Fig 6.1 indicates that there are number of level crossings, a track cross over, an up siding, number of signals and a signal box near Manea Station.
b) Infrastructure provision at or around Manea Station for 4-car train configuration may directly or indirectly affect the features and may affect the overall performance of railway operation.
c) Refer to drawing 154815-NRD-MA-EMP-SUR-A-AR-000001 for additional details at Manea Station.
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6.2.1 Existing layout
Fig 6.2 – Manea Station layout
a) There are 2 single faced slightly staggered platforms at this station as seen on Fig 6.2.
6.2.2 Platforms
b) Effective lengths of existing DOWN and UP platforms are 42.320m and 48.850m respectively.
c) Although there are 2-carriage long train services operating currently, compliant platform length (including a 5m stopping distance allowance) required to operate a train formed with class-170 2-car units is 52.22m. This means that the current platform lengths are non- compliant to current standards.
d) The widths of existing UP & DOWN platforms are 2.8m and 3.05m respectively. Since the required platform width for single faced platforms is greater than 2.5m (2.5m width for line speed less than 100mph and min 3.0m for platforms with greater than 100 mph line speed) the platforms widths are compliant.
e) Platform construction types – The UP platform appears to be standard solid platform with front wall construction whereas the DOWN platform is standard cross walls platform.
f) Platform ends – ramps have been provided at both ends of both platforms.
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g) Platform access / access structures – both platforms are accessible from station road only. Platform ramps at low mileage end are being used for access. However these steep ramps are non-compliant to current standards.
6.2.3 Station buildings
a) There is no station building at this station. However there are shelters available on each platform.
6.2.4 Track and Gauging
a) Refer to 154815-TRK-DOC-REP-001 (Manea and Whittlesea Permanent Way Condition Report) for details of the desktop study of track componentry.
b) The existing line speed is 75mph for both lines.
c) The existing Track Category for both the Down and the Up lines is 2.
d) The horizontal alignment through the platforms is straight. Both tracks have a design cant of 0mm.
e) The lines are not electrified.
f) 13A/B points is a CV13 transitioned crossover on timber bearers connecting the Up and Down lines and is located at the low mileage side of Manea level crossing. 13A points is located on the Up line at 80M 216y and 13Bpts is located on the Down line at 80M 282y.
g) 19A points located at 80m 418y, which connects the Up Main and Up siding is a CV9.25 right hand turnout on timber bearers. It should be noted that the switches of this unit have been removed by the local maintainer. A Network Change application was begun for the removal of this unit, but was not submitted. 19B points are located on the Up Siding at 80M 491y and are a BV trap on timber bearers, protecting the Up Main from traffic stabled in the Up Siding. The siding is approximately 430m in length.
h) The existing platforms are non-compliant to GI/RT7016. The Up Platform has X offsets <730mm throughout and Y offsets <890mm for 90% of its length. The Down Platform has X offsets <730mm for 90% of its length and Y offsets >915mm for 40% of its length. Further details are provided in Appendix 2.
6.2.5 Signalling
a) Signals in the area of Manea are a mixture of colour light and semaphore.
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b) The method of working is Track Circuit Block with two aspect signalling between Cambridge and Manea and Absolute Block between Manea and Stonea.
c) The signals controlled by Manea are as follows:
6.2.5.1 Down Direction:
a) M43R: 2 aspect Yellow/Green colour light distant signal for M43 signal. b) M43: 2 aspect Red/Green colour light automatic signal, indications and emergency replacement in Manea Signal Box. Also acts as the down direction protecting signal for Welney Road AHB c) M1: 2 aspect Yellow/Green colour light distant signal for M2 signal. d) M2: Manea home signal, semaphore with intensified light, also acts as the protecting signal for the down direction approach to Manea MCB. e) M3: Manea starter semaphore signal, last down direction signal controlled by Manea.
6.2.5.2 Up Direction:
a) M24: 2 aspect Yellow/Green colour light distant signal for M23 signal. b) M23: Manea home signal, semaphore, also acts as the protecting signal for the Up direction approach to Manea MCB. c) M21: Manea starter signal, motor worked semaphore signal. This is the last up direction signal controlled by Manea S.B. it is the protecting signal for Welney Road Level Crossing and has signal regulation applied because of its proximity to the AHB.
6.2.5.3 Signal sighting
a) There are no advised or observed sighting problems. See rSDG/154815/SSR.
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6.2.6 Level crossings
Figure: 6.3 - View of level crossing at Manea station
a) An automatic half barrier level crossing exists at low mileage end of both platforms as shown on Fig. 6.3.
b) Significant, option-specific impacts are shown in the following table 6.1.
Table 6.1 Option –specific impact on level crossing at Manea
LEVEL CROSSING TYPE COMMENTS Manea LC MCB Unaffected by proposed Options 1 and 2. Option 3 will alter the level crossing circuitry to allow the barriers to rise once an Up train has cleared the crossing. Bates No.24 LC UWC The sighting and possibly the layout of the crossing will be affected by Option 1 and Option 2. Risk of sight lines being obstructed during construction works. Masons No.28 LC UWC The sighting may be affected by Option 1 and Option 2. Welney Road LC AHB Option 3 will alter the up direction stopping strike in point. This change may be limited to trackside alterations.
6.2.7 Drainage
a) Refer to Section 4.2.1 for a description of the existing track drainage at and in the vicinity of Manea Station.
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6.2.8 NR land ownership
a) NR land ownership boundary has been indicated on the GA drawings in Appendix 5. b) No additional land take or purchase is anticipated due to the proposed works.
6.2.9 Buried/other services
a) There are buried services (such as water mains, cables etc.) at the level crossing and these have to be identified before any site activities commence.
b) There is an overhead cable at the level crossing. The usage of the cable is currently unknown. c) There are visible semaphore signal wires on the ground. d) There are under track crossings (UTX) adjacent to the existing level crossing. e) Buried services information can be found in appendix 10.
6.2.10 Car parking / transport links
a) The station exists at a remote village. There appears to be no public transport to the station. b) Currently there is no public car park at Manea station. c) The existing space adjacent to the signal box is currently used as a car park by the signal box staff. d) The vacant area beyond signal box is being used as car park and storage area by maintenance staff. e) Masterplan received from FDC indicates a car park adjacent to down platform (platform serving trains toward Peterborough).
6.2.11 Security
a) The station is unstaffed and situated in a remote village. b) There appears to be no CCTV within the station premises. c) Timber gates are available at platform entrance and they appear to be the only access to station platforms. d) There are no barrier lines or additional security measures available at the station.
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6.2.12 Accessibility
a) Platform end ramps are being used to access the platforms.
b) The existing ramps have 1:8.2 gradient and therefore are non-compliant to current standards.
6.2.13 Environmental/Heritage/SSSI considerations
a) There are no environmental, heritage or SSSI constraints around the station.
6.2.14 Asbestos
a) There appear to be no asbestos risks within the station premises according to NR ARMS.
b) However any asbestos found during construction works must be dealt with by specialist contractors.
6.3 OPPORTUNITIES
6.3.1 Existing information and projects which affect this study
a) There are no projects planned, but signalling works between Ely and Peterborough would have the potential to affect the proposals at Manea and Whittlesea.
b) No known conflicting projects; ERTMS re-signalling proposal currently on hold .
6.4 PROPOSED OPTIONS
a) There were 7 options studied at feasibility stage. However only 3 out of 7 options were identified as appropriate for GRIP 3A development. Please refer to the table 6.2 below for brief descriptions.
Table 6.2 Studied options for Manea Station
Selected option Option Brief Descriptions for GRIP 3A development 1 UP & DOWN Platforms will be extended at high mileage end Yes UP & DOWN Platforms will be extended at high & low mileage 2 Yes ends The existing UP platform will be made redundant or demolished. DOWN platform is to be extended at high mileage. A new UP 3a No platform is to be located far beyond the signal box and the crossover
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The existing UP platform will be made redundant or demolished. A new UP platform located beyond the signal box and signalling 3b Yes equipment room but not too far from the main road. DOWN platform is to be extended at high mileage Level crossing is to be closed. A new combined vehicular and foot over bridge along Station Road is to be constructed. Both UP & 4 No DOWN platforms are to be extended at low mileage ends. UP platform may require extension at high mileage end A revised road layout to move the level crossing away from platforms. Both UP & DOWN platforms are to be extended at either 5 No high and / or low mileage ends. A new accessible footbridge to be provided between platforms The existing level crossing will be closed. The traffic will be diverted 6 No through other level crossings
b) The multi-disciplinary drawings, which are listed in the table 6.3 below and can be found in appendix 5, provide the details of the selected options. Please note that these multi- disciplinary drawings show the proposed theoretical track alignment and include features of the signalling design; for full details of the track and signalling designs please refer to the corresponding track and signalling drawings, which can also be found in Appendix 5.
Table 6.3 Schedule of multi-disciplinary drawing references for Manea Station
MANEA STATION
PLATFORM EXTENSION 154815-NRD-MA-EMP-DRG-A-AR-000001 P03 PLAN & SECTIONS - OPTION 1 PLATFORM EXTENSION 154815-NRD-MA-EMP-DRG-A-AR-000003 P03 PLAN & SECTIONS - OPTION 2 PLATFORM EXTENSION 154815-NRD-MA-EMP-DRG-A-AR-000005 P03 PLAN - OPTION 3B PLATFORM EXTENSION 154815-NRD-MA-EMP-DRG-A-AR-000006 P03 SECTIONS - OPTION 3B
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6.4.1 Option 1
Fig 6.4A1 - Proposed platform extension option 1 Manea Station
6.4.1.1 Brief description
a) UP & DOWN Platforms will be extended at high mileage end as shown on Fig 6.4A1.
b) Existing platforms will be utilised. Non-compliant X and Y offsets require further analysis and possibly rectification.
c) Compliant accessible ramps from road to platforms will be provided.
6.4.1.2 Track alignment and gauging considerations
a) The theoretical track design is shown on drawing 154815-NRD-MA-EMP-R-TR-000001 and has been developed to be compliant with NR/L2/TRK/2102 – Design and Construction of Track for the given line speed.
b) The existing track alignment consists of straight elements with bearing changes and is maintained to a standard six-foot interval through the existing crossover, level crossing and through the platforms. Beyond the existing platforms towards high mileage the six-foot reduces to approximately 1900mm. There is a bearing change located on both the Up and Down lines at the high mileage end of the proposed extensions.
c) 154815-TRK-DOC-REP-001 identifies an 11 yard section of 98lb rail section located on the Up Main between 13Apts and Manea level crossing. Given the short length of this rail, visual confirmation of its presence is recommended. This rail section is compliant for the existing line speed of 75mph.
d) It is proposed that the remaining componentry of 19A and 19Bpoints is recovered, with a Network Change application required. It is essential that 19A points are removed so that the Up Platform can be extended. Depending on Route Asset Manager (Track) requirements a plain line renewal in the vicinity of 19A points may be required so that future Track Quality is not compromised.
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e) As stated in Section 6.2.4 h) the existing platforms are non-compliant to GI/RT7016. To bring the Up Platform into compliance the recommended solution would be to move the platform edge away from the track by 30 – 50mm. The existing Y offsets are <890mm for 90% of the platform length, so a track solution would make these offsets worse than existing. It is recommended that the Local Train Operating Company be consulted to determine their requirements for increasing the Y offsets to >890mm. The recommended solution for this would be to lift the platform edge by 10 – 25mm. To bring the Down Platform into compliance the recommended solution is a combined Track and Civils solution. Sluing and lifting the track will increase the existing X offsets and decrease the existing Y offsets. Due to the proximity of the level crossing and 13A/B crossover it is very unlikely that the existing X offsets can be brought into compliance with a Track only solution. It is recommended that the platform edge be moved away from the track by 35 – 80mm.
6.4.1.3 Signalling considerations
Fig 6.4A2 - Proposed signalling arrangement for Option 1
a) Option 1 will recover the Up siding, 19Aa/b points and M20 signal. The associated interlocking will be recovered fully or partially recovered in accordance with the ERORA protocol.
b) This option will require alteration to the Signal Box diagram and some alterations to track circuit bonding following the recovery of 19A/B points. Indications associated with recovered infrastructure will be removed from the block shelf and location 80/14 which houses the controlling circuitry for 19A/B and M20 will be recovered.
c) Cable routes and signal wire runs will be redirected to allow the platform extension.
6.4.1.4 Advantages (Pros)
a) The existing platforms will be incorporated for the proposals.
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b) Existing station configuration will be maintained.
c) Less number of worksites during construction period.
d) A relatively small amount of signalling works, if an ERORA approach to the recovery of the Up siding was taken then the interlocking would not require alteration; signalling works would be limited to lineside recoveries and re-routing of signal wires and cables to allow the platforms to be extended.
e) This option provides the opportunity to recover the unused Up siding and the associated signal. This will also lead to a possible improvement in the safety of Bates No.24 crossing by allowing the decision point to be revised.
6.4.1.5 Disadvantages (Cons)
a) The minimum work required to construct the platform extension on the Upside will be the removal of the ironwork associated with 19A points. As stated in Section 6.4.1.2 a full plain line renewal may be required by the RAM (Track). A Network Change application will also be required. Should this not be granted the siding turnout will require to be moved towards high mileage and the siding extended to replicate its existing length of 430m.
b) The existing platforms have existing non-compliant X and Y offsets. The Local Gauging Engineer will need to be consulted to determine whether this project provides a ‘reasonable opportunity’ to correct the non-compliances.
c) Up & Down platform extension may clash with wires for semaphore signals.
d) Signalling location cases to be removed clear of the DOWN platform.
e) Red Zone working area will be increased due to platform extensions.
f) This option does not reduce the barrier down time at Manea MCB.
6.4.1.6 Assumptions
a) Up Siding and 19A points can be moved or removed.
b) Any Equality Act non-compliances for UP & DOWN platforms’ access need to be rectified.
c) Bates No 24 UWC Level Crossing risks not critically increased.
d) Network Change for recovery of the Up Siding is granted.
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6.4.1.7 Constraints
a) The proposed Up Platform extension extends beyond 19A points. The operational requirements of the Up Siding will need to be confirmed and Network Change will be required for its recovery. As stated in section 6.2.4 the existing switches have been removed by the local maintainer, so there is currently no means of access for trains to the Up Siding.
b) The existing Level Crossing is required to be unaltered due to this project.
c) Signal wires and cable routes in the area of construction.
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6.4.2 Option 2
Fig 6.4B1 - Proposed platform extension option 2 Manea Station
6.4.2.1 Brief description
a) UP & DOWN Platforms will be extended at high & low mileage ends as shown on Fig. 6.4B1. b) Existing platforms will be utilised. Non-compliant X and Y offsets require further analysis and possibly rectification.
c) Compliant accessible ramps from road to platforms will be provided.
6.4.2.2 Track alignment and gauging considerations a) The theoretical track design is shown on drawing 154815-NRD-MA-EMP-R-TR-000001 and has been developed to be compliant with NR/L2/TRK/2102 – Design and Construction of Track for the given line speed. b) The existing track alignment consists of straight elements with bearing changes and is maintained to a standard six-foot interval through the existing crossover, level crossing and through the platforms. Beyond the existing platforms towards high mileage the six-foot reduces to approximately 1900mm. There is a bearing change located on both the Up and Down lines at the high mileage end of the proposed extensions. c) 154815-TRK-DOC-REP-001 identifies an 11 yard section of 98lb rail section located on the Up Main between 13Apts and Manea level crossing. Given the short length of this rail, visual confirmation of its presence is recommended. This rail section is compliant for the existing line speed of 75mph.
d) It is proposed that the remaining componentry of 19A and 19Bpoints is recovered, with a Network Change application required. It is essential that 19A points are removed so that the Up Platform can be extended. Depending on RAM (Track) requirements a plain line renewal in the vicinity of 19A points may be required so that future Track Quality is not compromised.
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e) The recommended solution to bring the existing platforms into compliance is the same as Option 1. Refer to Section 6.4.1.2 e for further details.
6.4.2.3 Signalling considerations
Fig 6.4B2 - Proposed signalling arrangement for Option 2
a) Option 2 will recover the Up siding, 19A/B points and M20 signal.
b) The associated interlocking will be fully or partially recovered in accordance with the ERORA protocol.
c) This option will require alteration to the Signal Box diagram and some alterations to track circuit bonding following the recovery of 19A/B points.
d) Indications associated with recovered infrastructure will be removed from the block shelf and location 80/14 will be recovered.
e) Option 2 will also require M14 signal to be repositioned into the 6 foot.
f) Cable routes and signal wiire runs will be redirected to allow the platform extension.
6.4.2.4 Advantages (Pros)
a) The existing platforms can be incorporated for the proposals.
b) Existing platform configuration will be maintained.
c) A relatively small amount of signalling works, if an ERORA approach to the recovery of the Up siding was taken then the interlocking would not require alteration; signalling works would be limited to lineside recoveries and re-routing of signal wires and cables to allow the platforms to be extended.
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d) This option provides the opportunity to recover the unused Up siding and the associated signal. This will also lead to a possible improvement in the safety of Bates No.24 crossing by allowing the decision point to be revised.
6.4.2.5 Disadvantages (Cons)
a) The minimum work required to construct the platform extension on the Upside will be the removal of the ironwork associated with 19A points. As stated in Section 6.4.1.2 a full plain line renewal may be required by the RAM (Track). A Network Change application will also be required. Should this not be granted the siding turnout will require to be moved towards high mileage and the siding extended to replicate its existing length of 430m.
b) The existing platforms have existing non-compliant X and Y offsets. The Local Gauging Engineer will need to be consulted to determine whether this project provides a ‘reasonable opportunity’ to correct the non-compliances.
c) A new step-free access route will be required from both platforms to Station Road, due to the existing ramps being built over.
d) M14 signal may need to be relocated.
e) This option will require works to re-route signal wires and cables which pass under the crossing surface.
f) At the high mileage side of the crossing, several signalling cables run from the Up side to the Down side over the ballast in orange pipes. These cables would require re-routing (through a hollow bearer or UTX to comply with current standards) clear of the construction works.
6.4.2.6 Assumptions
a) Up siding and 19 A points can be moved or removed.
b) Any Equality Act non-compliances for Up & Down platforms access need to be rectified.
c) Bates No 24 UWC Level Crossing risks not critically increased.
d) Network Change for recovery of the Up Siding is granted.
6.4.2.7 Constraints
a) The proposed Up Platform extension extends beyond 19A points. The operational requirements of the Up Siding will need to be confirmed and Network Change will be required for its recovery. As stated in Section 6.2.4 the existing switches have been
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removed by the local maintainer, so there is currently no means of access for trains to the Up Siding.
b) Signal wires and lineside cables which run through the crossing surface.
c) Existing level crossing is required to be unaltered due to this project.
d) Requirement for future electrification.
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6.4.3 Option 3
Fig 6.4C1 – Proposed platform extension Option 3 Manea Station
6.4.3.1 Brief description
a) The existing Up platform will be made redundant or demolished.
b) Down platform is to be extended at high mileage.
c) A new Up platform is to be located far beyond the signal box but not too far from the main road. A new access path from road to the proposed Up platform entrance will be required as shown on Fig. 6.4C1.
d) Existing Down platform will be utilised. Non-compliant X and Y offsets require further analysis and possibly rectification.
e) Compliant accessible ramps from road to platforms will be provided.
6.4.3.2 Track alignment and gauging considerations
a) The theoretical track design is shown on drawing 154815-NRD-MA-EMP-R-TR-000001 and has been developed to be compliant with NR/L2/TRK/2102 – Design and Construction of Track for the given line speed.
b) The existing track alignment consists of straight elements with bearing changes and is maintained to a standard six-foot interval through the existing crossover, level crossing and through the platforms. Beyond the existing platforms towards high mileage the six-foot reduces to approximately 1900mm. The alignment adjacent to the relocated Up Platform is straight. There is a bearing change within the proposed Down Platform extension.
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c) 154815-TRK-DOC-REP-001 identifies an 11 yard section of 98lb rail section located on the Up Main between 13Apts and Manea level crossing. Given the short length of this rail, visual confirmation of its presence is recommended. This rail section is compliant for the existing line speed of 75mph.
d) It is proposed that the existing crossover 13A/B points remains in-situ adjacent to the new Up platform.
e) The Up Platform is proposed to be relocated towards Ely, resulting in the existing Up Platform being de-commissioned. It is recommended that the existing platform copers be either removed or moved away from the track, to increase structure clearance to existing and proposed rolling stock. The proposed Up Platform will be set out to a theoretical track alignment with offsets in accordance with GI/RT7016. The recommendation for the correction of existing non-compliances on the Down Platform is the same as Option 1. Refer to Section 6.4.1.2 e for further details.
6.4.3.3 Signalling considerations
Fig 6.4C2 - Proposed signalling arrangement for Option 3
a) Option 3 will require the relocation of M12 signal to a position clear of the new Up platform.
b) This option will also require relocation of track circuit boundaries to allow the repositioned M12 signal to function correctly and to allow Manea MCB to normalise with a train dwelling in the Up platform.
c) The repositioned track circuit boundary at M12 will also function as the revised stopping train strike-in point for Welney Road AHB Level Crossing: the revised position was recalculated to show that it is possible to prevent excessive barrier down time following the relocation of the Up Platform.
6.4.3.4 Advantages (Pros)
a) There will be no effect on the existing 19A points or Up Siding track infrastructure.
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b) The existing Up Platform will be abandoned and relocated to low mileage of the existing signal box. It is proposed that the existing platform copers are removed, so no correction of the existing non-compliances will be required and the structure will return normal clearances to all rolling stock. The new platform will be set out to comply with the requirements of GI/RT7016.
c) This option will enable the level crossing to be normalised (opened to road traffic) whilst a train is dwelling in the Up Platform.
d) Provides an opportunity to correct existing non-compliances in Manea MCB.
e) Reduction in length of time barriers lowered. Trains on the Up will have to pass over Level Crossing before stopping at the station, meaning the signaller can raise the barriers once the train is clear.
f) The existing Down Platform can be incorporated for the proposals.
g) The existing red zone working will be removed if the existing Up platform is demolished.
6.4.3.5 Disadvantages (Cons)
a) Should 13A/B points remain in its existing position, the proposed platform edge will need to be modified for a length of approximately 20m to account for the end throw of vehicles traversing the crossover. This will result in an increase to the horizontal platform offset of 60-70mm.
b) Should an increase of the horizontal platform offset be unacceptable to the local Train Operating Company or the Local Gauging Engineer, the crossover will require relocation to low mileage, beyond the low mileage end of the new platform.
c) The existing Down platform has existing non-compliant X and Y offsets. The Local Gauging Engineer will need to be consulted to determine whether this project provides a ‘reasonable opportunity’ to correct the non-compliances.
d) The proposed Up platform is located above the existing track drainage. Either the drainage will have to be relocated or specific platform design may be required to accommodate the existing drainage.
e) Staggered platforms and large footprint. This arrangement may not be preferable to local peoples.
f) Relocation of M12 signal.
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g) There are some signalling cables and wires on the ground. These may have to be relocated on temporary basis.
h) Relocation of cabins, equipment boxes and rooms is required.
i) Sewer passes under proposed Up platform at 80miles270yds - potential clash with foundations of proposed platform.
j) The new position of the Up platform would mean that a train dwelling in the station would be occupying the stopping-train strike track circuit for Welney Road AHB. This would mean that signal regulation would need to be altered. Consequence review of Welney Road AHB may trigger other compliance works.
k) This option will require alterations to the signalling interlocking at Manea and alterations to track circuit boundaries.
l) Welney Road AHB train arrival tome distribution will need to be assessed.
6.4.3.6 Assumptions
a) If required, the M14 signal, which is associated with the Down platform, can be relocated to comply with current standards.
b) Bates No 24 UWC Level Crossing risks not critically increased.
c) Detailed review of Welney Road AHB signal regulation and strike-in is as per the initial review.
6.4.3.7 Constraints
a) The location of the new Up Platform is constrained by the adjacent crossover, 13A/B points.
b) Cabins and equipment boxes and room.
c) The existing signalling cables and wires on the ground.
d) Existing level crossing to be maintained and unaltered due to this project works.
e) Requirement for future electrification.
f) Signalling wires (and mechanical detection) and cable routes in the area of construction.
g) Track circuit boundary IBJs may necessitate additional re-railing through Manea level crossing.
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SIFTED OPTIONS
6.5.1 Option 3A Manea Station
Fig 6.5A – Sketch of option 3A for Manea Station.
6.5.1.1 Brief description
a) The existing Up platform will be made redundant or demolished.
b) Down platform is to be extended at high mileage.
c) A new Up platform is to be located far beyond the signal box and the crossover.
6.5.1.2 Reason for sifting
a) The new position of the Up platform would mean that a train dwelling in the station would be occupying the stopping-train strike track circuit for Welney Road AHB.
b) This would mean that signal regulation would need to be altered.
c) Consequence review of Welney Road AHB may trigger other compliance works and therefore this option was considered not appropriate for future development.
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6.5.2 Option 4 Manea Station
Fig. 6.5B – Sketch of option 4 for Manea Station.
6.5.2.1 Brief description
a) A new combined vehicular and foot over bridge along the station road will be constructed.
b) Level crossing will be closed.
c) Both UP & DOWN platforms will be extended at low mileage ends.
d) UP platform may require extension at high mileage end.
6.5.2.2 Reason for sifting
a) Since the option proposes closure of the level crossing (which is thought to be out of the scope of this project) and due to the following reasons this option was considered not appropriate for future development.
b) Issues with regards to accessing station.
c) Issues getting permission to build bridge within context of area.
d) Issues around putting platform under the proposed bridge. (encourages antisocial behaviour)
e) Negatively impacting /splitting community.
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6.5.3 Option 5 Manea Station
Fig 6.5C – Sketch of option 5 for Manea Station.
6.5.3.1 Brief description
a) A revised road layout to move the level crossing away from platforms.
b) Both UP & DOWN platforms will be extended at either high or low mileage ends.
c) A new footbridge between platforms will be provided.
6.5.3.2 Reason for sifting
a) Since the option proposes a new road layout (which is thought to be out of the scope of this project) and due to the following reasons, this option was considered not appropriate for future development and was not included in the sift criteria table.
b) The existing road will be made dead end at the station and therefore a new accessible footbridge will be required for passengers to access from one side to other side within the station premises. Neighbours may object the provision of footbridge which would overlook their houses or properties.
c) There will be significant signalling works associated with the closure and relocation of level crossing. Constructability would be very difficult.
d) This option may involve compulsory purchase of people’s houses or properties and may negatively impact / split communities. There may be potential planning issues.
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6.5.4 Option 6 Manea Station
Fig 6.5D – Sketch of option 6 for Manea Station.
6.5.4.1 Brief description
a) Level crossing closure and diversion of the traffic through other level crossings.
6.5.4.2 Reason for sifting
a) This option proposes closure of the existing level crossing at Manea which is out of the scope of this project. Additionally: b) The farm traffic will have long journey with heavy loads due to this diversion. c) Accessing platforms was made difficult and causes local issues. d) Consent for diversions is likely to be reviewed. e) This option may negatively impact or split community. f) The risks at the adjacent level crossings would be increased due to the diverted traffic.
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7. WHITTLESEA STATION
Figure 7.0 – Aerial view of Whittlesea Station with Overiew of the area
Whittlesea station is situated in-between Ely and Peterborough. This station primarily serves the market town of Whittelsea and its rural hinterland including a number of villages as shown on Fig 7.0. Key rail information on the station is as follows:
a) ORR data reveals that total entries and exits to this station in 2015 / 16 year are 28, 456. This is a small unstaffed station falling under F2 category.
b) Currently two car train operation exists at two hourly rates.
c) Existing masterplan around Whittlesea station indicates a bus stop and car park including DDA bays adjacent to the existing Up platform.
d) Access road next to the Down platform is currently being used by signal box, industrial unit vehicles and public accessing the nursery.
7.1 GENERAL REQUIREMENTS
a) All designs shall provide passive provision for Overhead Line Electrification and proposals shall not preclude the future electrification of the line.
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b) The project shall assess the impact of any platform extensions on the level crossings and foot crossings, and appropriate mitigations shall be proposed.
c) The existing route capability within the project area shall not be reduced without agreement of the sponsor.
d) The platforms at both stations shall support the following rolling stock - Class 170, 158, and 172.
e) The platforms are to be extended to accommodate 4-car train lengths and allowance for signal stand back.
f) Design must include an interchange between the platforms to allow access when the level crossing is closed.
7.2 EXISTING FEATURES
Fig 7.2 – Part section of 5mile diagram for Whittlesea Station
a) Fig 7.2 indicates that there are number of level crossings, a track crossover, a Down siding, number of signals and a signal box near Whittlesea Station.
b) Infrastructure provision at or around the station for 4-car train configuration may directly or indirectly affect the features and may affect the overall performance of railway operation.
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7.2.1 Existing layout
Fig 7.2b – Whittlesea Station layout
a) There are 2 single faced staggered platforms at this station as shown on Fig 7.2b.
b) The existing level crossing is a manually controlled crossing.
7.2.2 Platforms
a) Existing lengths of Down and Up platforms are 45.60m and 62.45m respectively.
b) Complying with the current signal stand back, the effective length of Down and Up platforms are 28.60m and 62.45m respectively.
c) Although there are 2-carriage long train services operating currently, compliant platform length (including a 5m stopping distance allowance) required to operate a train formed with class-170 2-car units is 52.22m. This means that the current Down platform length is non- compliant to current standards.
d) The width of existing Up & Down platforms are 3.0m and 3.4m respectively. Since the required platform width for single faced platforms is greater than 2.5m (2.5m width for line speed less than 100mph and min 3.0m for platforms with greater than 100 mph line speed) the platforms widths are compliant to current standards.
e) Platform construction types – the Up & Down platforms appear to be standard solid platform with front wall construction
f) Platform ends – ramps have been provided at both ends of both platforms.
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g) Platform access / access structures – the Down platform is accessible from station road. The Up platform is far from station road. Platform ramp at high mileage end of Down platform is being used to access the platform. However these steep ramps are non- compliant to current standards.
7.2.3 Station buildings
a) There is no station building at this station. However there is a waiting shelter provided to each platform.
7.2.4 Track and gauging
a) Refer to 154815-TRK-DOC-REP-001 (Manea and Whittlesea Permanent Way Condition Report) for details of desktop study of track componentry.
b) The existing line speed is 75mph for both lines.
c) The existing Track Category for both the Down and the Up is 2.
d) The horizontal alignment through the platforms is straight. Both tracks have a design cant of 0mm.
e) The lines are not electrified.
f) At the low mileage end of the existing station is 20A/B points; a crossover on timber bearers connecting the Down March and Down Siding. 20B points is located on the Down March at 94M 1270y and 20A points is located on the Down Siding at 94M 1197y. The Down Siding extends towards high mileage up to 94M 1377y.
g) Further towards low mileage is 16A/B points; a crossover on timber bearers connecting the Down March and Up March lines. 16B points is located on the Up March at 94M 1192y and 20A points is located on the Down March at 94M 1121y.
h) The existing platforms are non-compliant to GI/RT7016. The Up Platform has X offsets <730mm for 90% of its length and Y offsets >915mm throughout. The Down Platform has X offsets <730mm for 20% of its length and Y offsets >915mm throughout. Further details are provided in Appendix 2.
7.2.5 Signalling
a) Signals in the area of Whittlesea are a mixture of colour light and semaphore signals.
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b) The signals are controlled form Whittlesea electro-mechanical signal box, which releases Whittlesea LC Gate Box, which in turn controls the mechanical gates and pedestrian wickets.
c) The method of working is Absolute Block between Whittlesea and the fringe signal boxes to both the high and low mileage.
d) The signals controlled by Whittlesea are as follows:
7.2.5.1 Down direction:
a) THS27/W27: 3 aspect colour light signal; this signal functions as a combined intermediate block home signal and colour light distant and is controlled by both Whittlesea and Three Horse Shoes Signal Boxes.
b) W26: Whittlesea semaphore home signal.
c) W25: Semaphore intermediate home signal, provided to protect Whittlesea MCG level crossing.
d) W23: semaphore starter signal. The last down direction signal controlled by Whittlesea, which also functions as the protecting signal for Harts Drove, Black Bush and Ramsey Road automatic level crossings.
7.2.5.2 Up direction:
a) K17/W2: 3 aspect colour light signal. This signal functions as the starter signal for Kings Dyke Signal Box and the Whittlesea colour light distant. It also functions as the protecting signal for Harts Drove, Black Bush and Ramsey Road automatic level crossings.
b) W3: Whittlesea semaphore home signal and protecting signal for Whittlesea MCG level crossing.
c) W5: semaphore starter signal. The last down direction signal controlled by Whittlesea.
7.2.5.3 Signal sighting
a) There are no advised or observed sighting problems. See Report SDG/154815/SSR.
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7.2.6 Level crossings
Fig 7.2C – View of the existing level crossing and the gate box
a) A manually controlled crossing exists at high mileage end of Down platform as shown in Fig 7.2C.
b) A gate box exists near the level crossing for gate keepers.
c) Significant, option-specific impacts are shown in the following table 7.1.
Table 7.1 Option –specific impact on level crossing at Whittlesea
LEVEL CROSSING SITE TYPE COMMENTS Harts Drove LC Whittlesea MWL Not affected by any of the proposed options. Ramsey Road LC Whittlesea AHB Not affected by any of the proposed options. Black Bush LC Whittlesea AHB Situated to the high mileage of Whittlesea station, this crossing is not affected by any of the proposed options. Whittlesea Whittlesea MCG No non-compliances found when measured (worked against NR/L2/SIG11201/ModX20. The level from crossing is not affected by any of options except Whittlesea that pedestrian flows may be affected by Gate Box) introduction of a footbridge and (future) car park.
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7.2.7 Drainage
a) Refer to Section 4.2.1 for a description of the existing track drainage at and in the vicinity of Whittlesea Station.
7.2.8 NR land ownership
a) NR land ownership boundary has been indicated on the GA drawings in appendix 5.
b) Additional land take or purchase is anticipated due to the proposed works.
7.2.9 Buried/ other services
a) There are buried services (such as water mains, cables etc.) at the level crossing. Buried services reports should be referred to in detail prior to any site activities taking place.
b) There are visible semaphore signal wires on the ground.
c) There are UTX adjacent to the existing level crossing.
d) Buried services information can be found in appendix 10.
7.2.10 Car parking / transport links
a) The station exists at a remote village. There appears to be no public transport to the station.
b) Currently there is no public car park at Whittlesea station, but there is a station car park with 10 spaces.
c) Masterplan received from FDC indicates a car park adjacent to down platform (platform serving trains toward Peterborough).
7.2.11 Security
a) The station is unstaffed and situated in a remote village.
b) There appears to be no CCTV within the station premises.
c) Timber gates are available at platform entrance and they appear to be the only access to station platforms.
d) There are no barrier lines or additional security measures available at the station.
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7.2.12 Accessibility
a) Platform end ramp is being used to access the Down platform.
b) The existing ramp has 1:8.2 gradient and therefore non-compliant to current standards.
7.2.13 Environmental/Heritage/SSSI considerations
a) There are no environmental, heritage or SSSI constraints around the station.
7.2.14 Asbestos
a) There appear to be no asbestos risks within the station premises according to NR ARMS.
b) Should any asbestos be found during construction, works must be dealt with by specialist contractors.
7.3 OPPORTUNITIES
7.3.1 Existing information and projects which affect this study
a) No known conflicting projects- ERTMS resignalling proposal is currently on hold.
7.4 PROPOSED OPTIONS
a) There were 7 options studied at feasibility stage. However only 3 out of 7 options were identified as appropriate for GRIP 3A development. Please refer to the table 7.2 below for brief descriptions.
Table 7.2 Studied options for Whittlesea Station
Selected option Option Brief Descriptions for GRIP 3A development UP platform is to be extended at high mileage end and DOWN platform is to be extended at low mileage end. A 1 new accessible footbridge between platforms is to be Yes provided The existing UP platform is to be made redundant or demolished and a new platform is to be constructed near to the existing level crossing. DOWN platform is to be 2a extended at low mileage. A new accessible footbridge Yes between platforms is to be provided adjacent to the level crossing Same as Option 2a except the accessible footbridge is to be 2b provided closer to the middle of the platforms No
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UP platform is to be extended at high mileage. The existing DOWN platform is to be made redundant or demolished and 3 a new platform opposite to the UP platform is to be Yes constructed. A new accessible footbridge between platforms is to be provided The existing UP & DOWN platforms are to be made redundant or demolished. A new UP platform at the low 4 mileage side and a new DOWN platform at the high mileage No side of the level crossing are to be constructed. A new accessible footbridge between platforms is to be provided The existing UP & DOWN platforms to be made redundant or demolished and new platforms are to be constructed at 5 the high mileage side of the level crossing. A new No accessible footbridge between platforms is to be provided Level crossing closure and provision of overbridge. UP platform is to be extended at high mileage and DOWN 6 platform is to be extended at low mileage. A new accessible No footbridge between platforms is to be provided
b) The multi-disciplinary drawings, which are listed in the table below and can be found in appendix 5, provide the details of the selected options. Please note that these multi- disciplinary drawings show the proposed theoretical track alignment and include features of the signalling design - for full details of the track and signalling designs please refer to the corresponding track and signalling drawings which can also be found in Appendix 5.
Table 7.3 Schedule of multi-disciplinary drawing references for Whittlesea Station
WHITTLESEA STATION
EXISTING SITE FEATURES 154815-NRD-WH-EMP-SUR-A-AR-000001 P02 WHITTLESEA STATION PLATFORM EXTENSION 154815-NRD-WH-EMP-DRG-A-AR-000001 P03 PLAN - OPTION 1 PLATFORM EXTENSION 154815-NRD-WH-EMP-DRG-A-AR-000002 P03 SECTIONS - OPTION 1 PLATFORM EXTENSION 154815-NRD-WH-EMP-DRG-A-AR-000003 P03 PLAN - OPTION 2 PLATFORM EXTENSION 154815-NRD-WH-EMP-DRG-A-AR-000004 P03 SECTIONS - OPTION 2 PLATFORM EXTENSION 154815-NRD-WH-EMP-DRG-A-AR-000005 P03 PLAN - OPTION 3 PLATFORM EXTENSION 154815-NRD-WH-EMP-DRG-A-AR-000006 P03 SECTIONS - OPTION 3
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7.4.1 Option 1
Fig 7.4A1 – Option 1 Arrangement for Whittlesea Station
7.4.1.1 Brief description
a) As shown on Fig 7.4A1 the Up platform will be extended at high mileage end and the Down platform will be extended at low mileage end.
b) Existing non-compliant ramp access to the Down platform will be modified to current standards.
c) A new accessible footbridge between platforms will be provided as shown on the above figure.
d) A new footpath access will be provided next to Down platform.
7.4.1.2 Track alignment and gauging considerations
a) The theoretical track design is shown on Drawing 154815-NRD-WH-EMP-R-TR-000001 and has been developed to be compliant with NR/L2/TRK/2102 – Design and Construction of Track for the given line speed.
b) The existing track alignment consists of straight elements with bearing changes and is maintained to a six-foot interval of approximately 1940mm through 16A/B points and adjacent to the existing Up platform. Towards high mileage the six-foot interval widens to greater than 2000mm and continues to a maximum interval of approximately 2500mm at Underbridge EMP/1833. There are bearing changes located on both the Up and Down lines within the footprint of the proposed extensions.
c) The Down Siding will require a truncation of 30m minimum due to the proposed Down platform extension and the existing buffer stop will require relocation. The new buffer stop location will require a Buffer Stop Risk Assessment to be undertaken at the next GRIP stage.
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d) As stated in Section 7.2.4 h) the existing platforms are non-compliant to GI/RT7016. To bring the Up Platform into compliance the recommended solution would be a Track only solution to increase the existing X offsets to >730mm and decrease the existing Y offsets to <915mm. The design will require tie-in prior to the existing level crossing and 16A/B crossover. Moving the platform edge at this location could prove problematic due to lowering required to decrease the Y values. This is highly likely to impact on the existing surface drainage and could result in non-compliant gradients from the platform edge to the platform rear. A similar solution is recommended for the Down Platform, with the design requiring tie-in prior to the existing level crossing and 20Bpts. A Civils only solution would present the same problems as the Up Platform.
7.4.1.3 Signalling considerations
Fig 7.4A2 - Proposed signalling arrangement for Option 1
a) Option 1 will require the truncation of the down headshunt to allow the Down Platform to be extended and footbridge erected.
b) A stop car marker will be provided 25 metres on approach to W25 signal to indicate the correct stopping point to train drivers coming to a stand in the Down Platform.
c) To allow the Up and Down platforms to be extended some re-routing of cable routes and signal wires will be required.
7.4.1.4 Advantages (Pros)
a) The existing platforms can be incorporated for the proposals.
b) Station configuration not changed significantly and therefore no major works other than platform extensions anticipated.
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c) The draft masterplan for Whittlesea area (dated Sep 2013) indicates the provision of new bus stop near the existing Up platform. If the masterplan is implemented then this option will improve public realm.
d) Signalling works would be limited to the re-routing of lineside cables and signalling wires.
7.4.1.5 Disadvantages (Cons)
a) The truncation of the Down Siding will require a Network Change application to be submitted.
b) The existing platforms have existing non-compliant X and Y offsets. The Local Gauging Engineer will need to be consulted to determine whether this project provides a ‘reasonable opportunity’ to correct the non-compliances.
c) The UP platform is remote from the nearest road.
d) Signal sighting may be impaired by the proposed footbridge solution.
e) Cable routes next to the Up line at the high mileage end of Up Platform will require moving.
f) Cable routes next to the Down line at the low mileage end of Down platform will require moving.
g) Down loading dock may inhibit founding of foot bridge and affect elevation of access to bridge.
h) Abandoned infrastructure on high mileage end of Up platform may inhibit founding of foot bridge and affect level of access to bridge.
7.4.1.6 Assumptions
a) Down siding can be truncated as required.
b) Improved public transport (bus services) will be available when the scheme is completed.
c) Semaphore signals to remain.
d) Access to Down Platform is via road side as currently.
e) No specific provision for vehicle drop off required at Down Platform.
f) Down Platform access ramp requires reconstruction to be compliant to Equality Act.
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g) It is assumed that alteration of the length of the headshunt will be approved under Network Change.
7.4.1.7 Constraints
a) The proposed Down platform extension will extend beyond the existing Down Siding buffer stop, requiring a minimum of 30m of the siding to be removed.
b) The operational requirements of the sidings are required to be confirmed and the buffer stop will need to be relocated and be subject to a Buffer Stop Risk Assessment at the next GRIP stage.
c) A Network Change application will also be required.
d) Down loading dock.
e) Abandoned infrastructure behind UP platform at high mileage end.
f) Existing level crossing and requirement for future electrification.
g) Approximately 6.5m high semaphore signals at high mileage end of Down platform.
h) A 25m standback from W25 signal must be achieved.
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7.4.2 Option 2
Fig 7.4B1 – Option 2 Arrangement for Whittlesea Station
7.4.2.1 Brief description
a) As shown on Fig 7.4B1, the existing Up platform will be made redundant or demolished and a new platform will be provided near to the existing level crossing.
b) DOWN platform will be extended at low mileage.
c) Existing non-compliant ramp access to the Down platform will be modified to current standards.
d) A new accessible footbridge between platforms will be provided at the location as shown on above figure.
e) A new footpath access will be provided next to Down platform.
7.4.2.2 Track alignment and Gauging considerations
a) The theoretical track design is shown on Drawing 154815-NRD-WH-EMP-R-TR-000001 and has been developed to be compliant with NR/L2/TRK/2102 – Design and Construction of Track for the given line speed.
b) The existing track alignment consists of straight elements with bearing changes and is maintained to a six-foot interval of approximately 1940mm through 16A/B points and adjacent to the existing Up platform. Towards high mileage the six-foot interval widens to greater than 2000mm and continues to a maximum interval of approximately 2500mm at Underbridge EMP/1833. There are bearing changes located on both the Up and Down lines within the footprint of the proposed extensions.
c) The Down Siding will require a truncation of 30m minimum due to the proposed Down platform extension and the existing buffer stop will require relocation. The new buffer stop location will require a Buffer Stop Risk Assessment to be undertaken at the next GRIP stage.
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d) The Up Platform is proposed to be relocated towards Peterborough, resulting in the existing Up Platform being de-commissioned. It is recommended that the existing platform copers be either removed or moved away from the track, to increase structure clearance to existing and proposed rolling stock. The proposed Up Platform will be set out to a theoretical track alignment with offsets in accordance with GI/RT7016. The recommendation for the correction of existing non-compliances on the Down Platform is the same as Option 1. Refer to section 7.4.1.2 d) for further details.
7.4.2.3 Signalling considerations
Fig 7.4B2 - Proposed signalling arrangement for Option 2
a) Option 2 will require the truncation of the Down headshunt to allow the Down Platform to be extended.
b) A stop car marker will also be provided 25m on approach to W25 signal to indicate the correct stopping point to train drivers coming to a stand in the Down Platform.
c) To allow the Up and Down platform to be extended some re-routing of cable routes and signalling wires will be required.
d) In addition to the re-routing of the cable route and signal wires the construction of the new Up platform will require the relocation and renewal of Location 94/44 which is currently situated in the proposed Up Platform footprint.
e) The provision of the new footbridge to the high mileage end of the platforms will adversely affect the sighting of W25 signal. W25 will require modification or renewal in order to achieve the required reading time. Otherwise, the height of the footbridge is to be confirmed at the next stages so that to ensure clear signal sighting; this will result in even longer ramps.
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7.4.2.4 Advantages (Pros)
a) The truncation of the Down Siding is minimised compared with the other options.
b) The existing Up platform will be abandoned and the copers removed, so that normal clearances are provided to all rolling stock. The new platform will be set out to offsets compliant with GI/RT7016.
c) The existing Up platform has existing non-compliant X and Y offsets. Abandoning the platform will not cause any non-compliance.
d) The existing Down platform will be incorporated for the proposals.
e) Overall footprint of the station is reduced compare with Option 1.
f) Both platforms are near to the road access.
g) Footbridge will be located close to level crossing. To access the other platform, public do not need to wait until the level crossing wicket gates are unlocked.
7.4.2.5 Disadvantages (Cons)
a) The truncation of the Down Siding will require a Network Change application to be submitted.
b) The existing Down platform has existing non-compliant X and Y offsets. The Local Gauging Engineer will need to be consulted to determine whether this project provides a ‘reasonable opportunity’ to correct the non-compliances.
c) The proximity of the footbridge will require the modification or renewal of W25 signal to achieve the required sighting distance. Otherwise, the height of the footbridge is to be confirmed at the next stages so that to ensure clear signal sighting; this will result in even longer ramps.
d) Footbridge will be located at the high mile end of platforms. This may not be compliant to fire engineering requirements.
e) Footbridge to Down platform side reduces the width of the approach road and hence the access to the industrial units.
f) Significant land take required to implement this option subject to provision of ramp to footbridge.
g) Lots of cable routes / signal cable at both Up and Down lines required moving or relocations.
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h) Signal location case next to Up line requires moving.
i) Red zone working will be introduced at this station.
7.4.2.6 Assumptions
a) Down siding can be truncated as required.
b) Semaphore signals to remain.
c) Access to Down platform is via road side as currently.
d) No specific provision for vehicle drop off required at Down platform.
e) Access to industrial units must be maintained as they have some type of legal right of access over NR owned approach roads.
f) Down platform access ramp requires reconstruction to be compliant to Equality Act.
g) It is assumed that the alteration of the length of the headshunt is allowable.
7.4.2.7 Constraints
a) The proposed Down platform extension will extend beyond the existing Down Siding buffer stop, requiring a minimum of 30m of the siding to be removed.
b) The operational requirements of the sidings are required to be confirmed and the buffer stop will need to be relocated and be subject to a Buffer Stop Risk Assessment at the next GRIP stage.
c) A Network Change application will also be required.
d) Down loading dock.
e) Abandoned infrastructure behind UP platform at high mileage end.
f) Station approach roads are shared access to industrial units.
g) Existing level crossing and requirement for future electrification.
h) W25 signal’s relationship with the level crossing and platform, and application to current standards.
i) A 25m standback from W25 signal must be achieved.
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7.4.3 Option 3
Fig 7.4C1 – Option 3 Arrangement for Whittlesea Station
7.4.3.1 Brief description
a) As shown on fig. 7.4C1, Up platform will be extended at high mileage
b) The existing Down platform will be made redundant or demolished and a new platform opposite to the Up platform will be constructed.
c) A new footbridge for platform interchange will be located as shown on the above figure.
d) A new footpath access will be provided next to Down platform.
7.4.3.2 Track alignment and gauging considerations
a) The theoretical track design is shown on drawing 154815-NRD-WH-EMP-R-TR-000001 and has been developed to be compliant with NR/L2/TRK/2102 – Design and Construction of Track for the given line speed.
b) The existing track alignment consists of straight elements with bearing changes and is maintained to a six-foot interval of approximately 1940mm through 16A/B points and adjacent to the existing Up platform. Towards high mileage the six-foot interval widens to greater than 2000mm and continues to a maximum interval of approximately 2500mm at Underbridge EMP/1833. There are bearing changes located on both the Up and Down lines within the footprint of the proposed extensions.
c) The Down Siding will require a truncation of 120m minimum due to the relocation of the Down platform and the existing buffer stop will require relocation. The new buffer stop location will require a Buffer Stop Risk Assessment to be undertaken at the next GRIP stage.
d) The low mileage end of the relocated Down Platform is located approximately 5m from the switch toes of 20B points. As a result the centre throw of vehicles using the turnout route
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will require consideration and the X offsets increased accordingly by 30-40mm to account for this.
e) The recommendation for the correction of existing non-compliances on the Up Platform is the same as Option 1. Refer to Section 7.4.1.2 d for further details. The Down Platform is proposed to be relocated towards Ely, resulting in the existing Down Platform being de- commissioned. It is recommended that the existing platform copers be either removed or moved away from the track, to increase structure clearance to existing and proposed rolling stock. The proposed Down Platform will be set out to a theoretical track alignment with offsets in accordance with GI/RT7016.
7.4.3.3 Signalling considerations
Fig 7.4C2 - Proposed signalling arrangement for Option 3
a) Option 3 will require the truncation of the Down headshunt to allow the new Down Platform to be constructed.
b) W15 ground signal will need to be repositioned in the 6-foot but will remain in its current longitudinal position.
c) To enable the platform works, some re-routing of cable routes and signalling wires will be required.
7.4.3.4 Advantages (Pros)
a) The existing Down platform will be abandoned and the copers removed so that normal clearances are provided to all rolling stock. The new platform will be set out to offsets compliant with GI/RT7016.
b) Existing Up Platform will be incorporated for the proposals.
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c) The overall footprint of the station will be reduced.
d) This option provides coordinated solution with FDC Masterplan for station car park behind Up platform.
7.4.3.5 Disadvantages (Cons)
a) The truncation length of the Down Siding is the greatest of all options and will require a Network Change application to be submitted.
b) The existing Up platform has existing non-compliant X and Y offsets. The Local Gauging Engineer will need to be consulted to determine whether this project provides a ‘reasonable opportunity’ to correct the non-compliances.
c) Signal sighting may be impaired by the proposed footbridge solution.
d) Station is remote from the nearest road - risk of anti-social behaviour.
e) Public Access to Down platform will require additional works in area of redundant loading dock particularly because of disrupting levels.
f) Lots of cable routes / signal cable at both UP and DOWN lines required moving or relocations.
g) New pedestrian usage of Down side station approach to access platform - no segregation of traffic and pedestrians.
h) Slight increases in the time that Whittlesea crossing will be closed to road traffic owing to the platform being further from the crossing. This will also trigger a review of W25 which may in turn call for signal relocation.
i) Red zone working will be introduced by the proposed platform arrangement.
7.4.3.6 Assumptions
a) Down siding can be truncated as required.
b) Semaphore signals to remain.
c) Access must be retained to cables within cable troughs.
d) Access to Down Platform via Down line station approach is acceptable.
e) No specific provision for vehicle drop off required at Down platform.
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f) It is assumed that the alteration of the length of the headshunt is allowable.
7.4.3.7 Constraints
a) The existing 20B points will require the final 10 – 15m of the new Down platform at the low mileage end to have increased X offsets of up to 30-40mm to account for the end throw of vehicles traversing the turnout route.
b) The proposed Down platform extension will extend beyond the existing Down Siding buffer stop, requiring approximately 120m of the siding to be removed.
c) The operational requirements of the sidings are required to be confirmed and the buffer stop will need to be relocated and be subject to a Buffer Stop Risk Assessment at the next GRIP stage.
d) A Network Change application will also be required.
e) Down loading platform.
f) Abandoned infrastructure behind Up platform at high mileage end.
g) Station approach roads are shared access to industrial units.
h) Existing level crossing and requirement for future electrification.
i) W25 signal’s relationship with the level crossing and platform, and application to current standards.
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7.5 SIFTED OPTIONS
7.5.1 Option 2b
Fig 7.5A – Sketch of option 2b for Whittlesea Station.
7.5.1.1 Brief description
a) The existing Up platform will be made redundant or demolished and a new platform near to the existing level crossing will be constructed.
b) Down platform will be extended at low mileage.
c) Reduce gradient of ramp to access the high mileage end of Down platform.
d) A new footbridge for platform interchange will be constructed.
7.5.1.2 Reason for sifting
a) Non-rail users may not get much benefit from this option.
b) Footbridge to Down platform side reduces the width of the approach road and hence the access to the industrial units.
c) IDG has not considered this option for GRIP 3A development as Option 2 (originally known as 2a) was preferred due to the proximity of its proposed footbridge to the level crossing.
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7.5.2 Option 4
Fig 7.5B – Sketch of option 4 for Whittlesea Station.
7.5.2.1 Brief description
a) The existing UP platform will be made redundant or demolished and a new platform will be constructed at the low mileage side of the level crossing as shown on Fig 7.5B.
b) The existing Down platform will be made redundant or demolished and a new platform will be constructed at the high mileage side of the level crossing
c) A new footbridge for platform interchange will be constructed as shown on the above figure.
7.5.2.2 Reason for sifting
a) This option builds two new platforms, and there may be a public perception that this option does not make use of the existing infrastructure and is not value for money.
b) Larger footbridge.
c) This option may be seen as less favourable because the platforms will be in different locations though there may be a reduction in barrier down time.
d) This option was considered not appropriate for future development during the sift workshop.
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7.5.3 Option 5
Fig 7.5C – Sketch of option 5 for Whittlesea Station.
7.5.3.1 Brief description
a) As shown in fig 7.5C, new platforms will be constructed at the high mileage side of the level crossing.
b) The existing Up & Down platforms will be made redundant or demolished.
c) A new footbridge for platform interchange will be constructed as shown in the above figure.
7.5.3.2 Reason for sifting
a) Since the option (potentially) involves changes of the level crossing (which is thought to be out of the scope of this project) and due to the following reasons this option was considered not appropriate for future development.
b) No significant discernible benefits (other than aesthetic, does not interfere with sidings)
c) No signalling benefit
d) Increased road closure time
e) Overlooking some houses, as it’s on the embankment
f) Potential impact on Underbridge 1833 due to the limited space between that and the level crossing.
g) Possible alterations to the level crossing owing to the close proximity of the new Up platform and the Up home signal W3.
h) Probable alterations to 3 automatic level crossings
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7.5.4 Option 6
Fig 7.5D – Sketch of option 6 for Whittlesea Station.
7.5.4.1 Brief description
a) Level crossing closure and provision of overbridge as shown on Fig 7.5D.
b) Overbridge is compatible with several platform locations. The sketch is indicative only.
c) A new footbridge for platform interchange could be combined with overbridge.
7.5.4.2 Reason for sifting
a) Since the option proposes closure of the level crossing (out of the scope of this project) and due to the following reasons, this option was considered not appropriate for future development.
b) Complex construction and therefore great construction risk. Risk to railway infrastructure, services may have to be moved.
c) Difficult to walk up new road if implemented.
d) Environmental impact potentially negative, earth movements for embankments, high carbon footprint.
e) Potential negative impact on land use, and the local community, as public house and pumping station are in way of proposed design and may need to be purchased.
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8. CONSTRUCTION CONSIDERATIONS
8.1 GENERAL CONSIDERATIONS
a) Any new platforms and alterations to existing platforms shall comply with the requirements specified in GI/RT7016 – Interface between Station Platforms, Track and Trains.
b) Table 1 in NR/L3/CIV/162 provides with a selection guide to assist the selection of the platform construction method for each site. Appendix C of the same standard includes advantages and disadvantages of the various construction types and should be referred to at the next stages.
c) Please see below in section 8.4 for the construction type scoring matrices and the resulting proposals for platform construction types at the two stations.
d) The construction type is very important in construction programmes. Traditional front wall typically requires more labour on site which combined with the longer foundations can result in longer possession times. However, how quickly the walls can be constructed depends on the available possessions and the resources the contractor can employ.
e) Modular systems have become popular as they can significantly reduce construction times.
8.2 CONSTRUCTION SITES AND ACCESS
a) There are pedestrian authorised access points at Manea and Whittlesea level crossings but there do not appear to be authorised access points for vehicles or RRVs in the vicinity of both stations. It will need to be confirmed that the level crossings can be utilised as vehicle access points or if other access points will need to be created.
b) The areas adjacent and beyond the signal box (currently used as staff car parks) at Manea could potentially be used as site compound for both platforms.
c) The areas at the back of the existing Up platform and also between the existing Down platform and the signal box (loading dock at the back of the Down siding) could potentially be used as site compounds at Whittlesea, as well as the area next to the signal box (currently used as staff car park).
d) The NR land ownership boundary has been indicated on the GA drawings (please refer to appendix 5). No additional land take or purchase is anticipated due to the proposed works at Manea while, at Whittlesea the expected land take requirements for each option are shown on the drawings in appendix 5.
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Signalling considerations:
e) There is a risk that the works will obstruct the sighting of approaching trains at Bates No24 UWC. Mitigations may include:
Construction work planning to consider Level crossing issues. Training of site staff. Planned inspections at the end of every relevant shift. Consultation with the registered users. Temporary closure of Level Crossing to be considered.
f) There is a risk that the required sighting distance will be obstructed: Mitigations may include:
Construction work planning to consider sighting issues. Training of site staff. Planned inspections at the end of every relevant shift.
g) There is a risk that semaphore signal wires may be fouled by constriction work. Mitigations may include:
Training of site staff. Protection and marking of wires. Consideration of rerouting wires.
8.3 CONSTRUCTION PROGRAMME
a) With regard to Signalling, usual considerations will apply, but the works will be limited to the relevant signal box’s control/supervision area. None of the works trigger extended consultation or development periods.
b) More information can be provided when detailed construction planning is undertaken in the next stage of works.
8.4 CONSTRUCTION METHODOLOGY
a) The following tables 8.1a and 8.1b have utilised the construction matrix in NR/L3/CIV/162 and have been used to indicatively determine platform construction types for the two stations. b) Timber platform is generally not a preferred type of construction so it has been excluded from these tables. c) Other types of platforms: Traditional Front Wall, Cross Wall, Pre-fab Modular Steel and GRP, Light weight Modular Polystyrene and Precast concrete Modular construction types have been considered for the analysis.
d) Weightings are 1-5 where 1 represents a lower performance than 5.
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Table 8.1a: Manea platform construction type scoring matrix – NR/L3/CIV/162
Criteria Construction Type Pre-fab Light weight Precast Traditional Cross Wall Modular Modular concrete Front Wall Steel & GRP Polystyrene Modular Baseline Costs - Greenfield Scenario Based on unit costs Construction 2 3 3 4 1 Whole Lifecycle / 5 3 2 4 3 design life Site Conditions:
On Embankment 1 2 4 5 4 Soil Conditions:
Poor 2 1 4 5 4 Loading:
Small Trolleys 5 5 3 5 4 Construction Period: Weeknight 4 2 4 4 1 Total scores: 19 16 20 27 17
Table 8.1b: Whittlesea platform construction type scoring matrix – NR/L3/CIV/162
Criteria Platform Construction Type Pre-fab Light weight Precast Traditional Cross Wall Modular Modular concrete Front Wall Steel & GRP Polystyrene Modular Baseline Costs - Greenfield Scenario Construction 2 3 3 4 1 Whole Lifecycle / 5 3 2 4 3 design life Site Conditions:
On Level Ground 3 5 5 5 5 Soil Conditions:
Average 3 3 5 5 1 Loading:
Small Trolleys 5 5 3 5 4 Construction Period: Weeknight 4 2 4 4 1 Total scores: 22 21 22 27 15
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e) The top scoring construction types at Manea and Whittlesea Stations are lightweight modular, pre-fab modular and front wall.
As specified in NR/L3/CIV/162:
f) Large polystyrene blocks are placed on compacted earth fill, and may be jacked into position to reduce possession time. A concrete slab, or sand fill and paving blocks are placed on top. The exposed sides of the polystyrene are protected by a fire rated durable cladding. Light poles and platform structures require their own foundations below platform level.
g) With regard to pre-fab modular, steel or FRP interlocking planks are bolted to a frame, on cast concrete strip footings, or piles. All components are pre-fabricated off-site, assembled with bolts and do not require lifting plant to place. Speed of assembly is a key feature of this method. Light poles and platform structures require their own foundations below platform level.
h) The traditional front wall method of construction comprises forming a front retaining wall built up with precast concrete blocks, topped with a platform edge coping slab with fill placed behind usually surfaced with macadam paving. This system possibly remains the most economic form of construction if building alongside a track with no trains running (i.e. during an extended blockade or on a new line where services are yet to commence), however, for lines in use this approach requires prolonged use of possessions and is likely to be uneconomic except in short sections.’
8.4.1 Signalling construction at Manea
a) Options 1, 2 and 3: • Usual activities associated with minor signalling alterations. • The signalling works should be achievable within non-disruptive possessions.
8.4.2 Signalling construction at Whittlesea
a) Options 1, 2 and 3: • Usual activities associated with minor signalling alterations. • The signalling works should be achievable within non-disruptive possessions.
8.4.3 Track Construction at Manea and Whittlesea
a) For all options at both stations, the Track realignment works should only require one pass of a Tamper, which should be achievable in non-disruptive possessions. The desktop
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study of the existing track componentry has not provided any cause for concern regarding movement of the track materials; however it is recommended that a condition assessment be undertaken should any Track realignment solutions be proposed to correct existing non- compliances with the existing platforms.
8.5 RESOURCES / MATERIALS
a) It is very important to identify long lead times as early as possible as they could have an impact on the timely delivery of the project.
b) Items with long lead times could be • Precast concrete units • Steel frames • GRP components/frames • Specialist / non-standard construction materials • Specialist personnel such as semaphore signalling specialists and specialist plant such as cranes, piling rigs or delivery vehicles.
c) Lead times should be confirmed with suppliers and materials should be ordered on time allowing for delivery lead times.
8.6 IPS Construction Manager’s Assessment
a) The options developed for both Manea and Whittelsea have been shared with an IPS Construction Manager in order to get an understanding of the likely construction considerations for both sites. The below represents a summary of their views.
8.6.1 Building Materials
a) For the platforms, conventional build cross-wall and plank are likely to be the most cost effective and quickest. Alternatively GRP with steel frame on concrete foundations could be considered here which would provide a relatively quick-to-install option. Ground conditions will play a large part in dictating which options needs to be considered.
b) Grundamat piled foundations could be considered which aren’t necessarily reliant on possessions as platforms can be designed to over-sail with beams and planks.
8.6.2 Access / Possession Requirements
a) A lot of the construction work will be able to be done in mid-week nights.
b) If bi-directional working is permitted in the area then this would allow the foundations for the installation to be put in on one weekend and then the following weekend the foundations on the other side.
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c) It is noted that some works may be possible during daytime line-blockages due to the relative infrequency of stopping trains; however there are a number of number of non- stopping trains (freight and passenger) that run through the station.
8.6.3 Staging
a) A general plan for staging would be expected to look something like:
Site establishment and clearance: Two weeks Excavation of bases and concreting foundations (if piled): Two x 27 hour possessions Installation of blockwork: Four weeks Installation of cross-wall beams: One x 27 hour possession (or potentially five x Rules of the Route mid-week night possessions) Installation of rear platform beams and planks (per platform): One x 27 hour possession (or potentially five x Rules of the Route mid-week night possessions) Installation of lighting, new supplies, signage, platform furniture, etc.: Two weeks Application of platform surfacing and white lining: One x 27 hour possession Note: The above may require an additional four weeks should the signalling and cabling options selected be more complex than expected.
Overall a construction schedule of 14 – 18 weeks should be considered appropriate. This will be further assessed and refined at the next stage of works.
8.6.4 Scarce Resources
a) Any surface wired signalling will require specialist resources to be considered and these are in short supply.
b) No Kirov cranes are thought to be required;all lifts should be possible using a conventional 55 tonne rail crane.
8.6.5 General Points to note
a) It is suggested to do as much as possible to avoid interfacing with the level crossings as this will import risk into the project.
b) It is suggested that early in the next stage a Signal Sighting Committee is convened to take a view on any proposed signal position changes.
c) It will be preferable to install copers to track gauge. Potentially it could be worth liaising with NR Maintenance to discuss organising a Track Bed Tamp through the area to avoid handback issues.
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8.6.6 Suggested further work for GRIP 3B / 4
a) It is expected that these matters will be developed more fully as a single option is selected. During GRIP 3B and 4 it is suggested that the following be looked at:
Staging layouts and sequencing Signal sighting committee reviews Cable Management Survey should be undertaken (NR Maintenance may be able to undertake this) Possession requirements Testing and commissioning plans Locations for site compounds Access points Delivery of materials Scarce resources (eg: plant, labourers) requirements Detailed requirements for platforms (including tactile paving requirements and litter screens).
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9. OTHER CONSIDERATIONS
9.1 NETWORK CHANGE
a) It should be noted that Network Change will be required for Manea Options 1 and 2 and all options at Whittlesea stations. This should be confirmed at the earliest possible opportunity in the next stage of works.
b) Further details are provided in sections 6 and 7.
c) Features that will require Network Change are listed below (not all apply to each option).
Manea Station:
• Platform alterations; • Removal of the Up siding; • Relocation of the M12 signal.
Whittlesea Station:
• Platform alterations; • Shortening of the Down headshunt; • W25 signal stopping position; • Down siding truncation.
9.2 IMPACTS ON EXISTING MAINTENANCE ARRANGEMENTS
a) Options 1 and 2 at Manea require the removal of 19A points to construct the Up platform extension. Should Network Change be granted for the removal of this unit, track maintenance liability will decrease through the removal of 2no S&C units and 430m of plain line.
b) Option 3 at Manea will introduce additional structure gauging liability around 13A points due to the increased offsets required for the end throw of vehicles using the crossover.
c) All options at Whittlesea will remove a short section of plain line in the Down Siding, which will reduce maintenance liability. Option 3 will introduce additional structure gauging liability around 20B points due to the increased offsets required for the centre throw of vehicles using the turnout route.
d) None of the proposed options will increase the level of signalling maintenance in the project area.
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e) Options 2 and 3 at Whittlesea will introduce prohibition of red zone working in the station area.
9.3 OPERATIONAL RESTRICTIONS
a) None advised or apparent, other than current Selective Door Opening.
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10. RISKS, ASSUMPTIONS AND SAFETY
10.1 KEY RISKS
a) Network Change will be required for Manea Options 1 and 2 and all options at Whittlesea. This should be confirmed at the earliest possible opportunity in the next stage of works. b) The full extent of gauging issues is unknown c) Option 3 at Manea will introduce additional structure gauging liability around 13A points due to the increased offsets required for the end throw of vehicles using the crossover.
d) Option 3 at Whittlesea will introduce additional structure gauging liability around 20B points due to the increased offsets required for the centre throw of vehicles using the turnout route. e) For Whittlesea options, land requirements and approach for purchase (if required) must be agreed before proceeding to the next stages. f) The options may not align with the Masterplan of Manea and Whittlesea area. g) Exact ground conditions and water table are unknown. h) Potential settlement of existing platform leading to irregular interface with new extensions i) Unknown details of foundations of existing platforms. Also unknown condition of hidden parts of existing platform. j) Potential structural damage to existing platforms if coping stones removed following abandonment. k) Services within existing platform is unknown. a) Potential conflict between passengers and vehicular traffic following re-alignment of platform ramp onManea options 1,2 and 3. However, mitigation measures may include improvements to current road marking and signage. l) Please refer to appendices 6 and 7 for the Hazard Log and Designer’s Risk Assessment respectively for more detailed information on hazards and risks. m) There are two live planning applications for the station goods yard at Whittlesea. n) The proximity of the level crossings to Whittlesea Station and Manea Station could result in more extensive signalling being required than envisaged, increasing the cost of the scheme. o) The sidings at each station may be required for operational use, which will then constrain development options. p) Station Change may not be granted q) The infrastructure for 4 car trains can be designed and built, but TOCs may not accept any future elimination of SDO.
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r) The cost of disconnecting or moving the sidings may financially impact the overall proposal.
10.2 KEY ASSUMPTIONS
a) Please refer to the assumptions sections for the selected options in sections 6 and 7 above for a summary of the key design assumptions for each option.
b) Level crossings at stations will not be altered as part of this scheme.
c) Non-compliant gauging issues with regards to the existing platforms can be corrected to make the platforms compliant to current standards.
d) It is assumed that the platforms can be extended to four-car lengths.
e) The Digital Railway will not have yet been implemented on the Ely to Peterborough line.
f) Class 170, Class 158 and Class 172 trains only operate and stop at the stations.
g) It is assumed that this project will be completed before ETCS is implemented on the Ely to Peterborough route and therefore can be designed to conventional signalling requirements.
h) It is assumed that any further required platform extension or SDO requirements to facilitate the new East Anglia franchise rolling stock will not form part of this scheme.
10.3 SAFETY
a) Please refer to the Designer’s Risk Assessment in appendix 7 regarding risks and safety considerations alongside with the corresponding proposed mitigation measures.
b) Please also refer to the Hazard Log in appendix 6 for a list of the expected hazards alongside with the corresponding proposed measures.
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11. DESIGN BASED RECOMMENDATIONS
11.1 MANEA STATION
a) Option 1 has the advantage of maintaining the existing configuration requiring thus less work sites during construction. However the potential complications associated with the removal of the Up siding make it a less favourable option. Also, it is likely that the existing platform offset non-compliances will need to be rectified.
b) Option 2 also has the advantage of maintaining the existing configuration but will have more work sites than Option 1. The potential complications associated with the removal of the Up siding make it a less favourable option. Also, it is likely that the existing platform offset non-compliances will need to be rectified.
c) Option 3 will enable the level crossing to be normalised (opened to road traffic) whilst a train is dwelling in the Up Platform (reduction in length of time when barriers are lowered). Furthermore, there will be no effect on the existing 19A points or Up Siding track infrastructure. However the option will involve larger footprint and staggered platforms and the proposed Up platform will be located above the existing track drainage which will thus have to be relocated or specific platform design may be required to accommodate the existing drainage. Also, it is likely that the existing Down platform offset non-compliances will need to be rectified.
d) Option 1 appears to be a simpler solution than Option 2 and Option 3 in terms of construction. However, it can be argued that Option 3 offers benefits that will have to be taken into account during comprehensive option selection during public consultation.
11.2 WHITTLESEA STATION
a) Option 1 has the advantage of not changing significantly the existing configuration requiring thus no major works. However the potential complications associated with the truncation of the Down siding make it a less favourable option. Also, it is likely that the existing platform offset non-compliances will need to be rectified.
b) Option 2 involves less truncation of the Down siding compared to the other options and less overall footprint compared to Option 1. Furthermore both platforms and the footbridge will be close to the road and the level crossing. However the proposed footbridge reduces the width of the approach road and hence access to industrial units. It is thought that significant land take will be required to implement this option subject to provision of ramp to footbridge. Also, it is likely that the existing Down platform offset non-compliances will need to be rectified.
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c) Option 3 involves less overall footprint than Option 1 however the truncation of the Down siding is the greatest of all options. The station is remote from the nearest road and there will be new pedestrian usage of the station approach to access the Down platform. Also, it is likely that the existing Up platform gauging non-compliances will need to be rectified.
d) Option 1 appears to be a simpler solution than Option 2 and Option 3 in terms of construction. However it can be argued that Options 2 and 3 offer benefits that will have to be taken into account during comprehensive option selection during public consultation.
11.3 NEXT STEPS
The proposed next steps (note: not necessarily in this order) are:
a) The topographical survey was verified by IPSD and IDG will seek to close out final queries with Keltbray. IDG confirmed that there was nothing in the survey to suggest that a change would be required to designs completed to date although future design work will need to build upon the results of a topographical survey following a high-level review.
b) If the project is funded going forward, Ground Investigations will be necessary to validate the geotechnical proposals and inform construction type selections along with detailed construction planning input.
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12. ESTIMATION INFORMATION An estimate was produced for each of the 3 options for both Manea and Whittlesea Stations. The Formal Cost Plan Report went through the IPSD assurance process and has been approved as being ‘fit for the purpose.’ The ‘Cost Range’ for this Cost Plan is based on the Project Managers Risk Register using the confidence values at 50% probability level (mean value), the 80% probability level (enhancements overlay) and ‘max’ value. The Cost Ranges for ‘P50’, ‘P80’ and the ‘max’ value for the station options at 4Q17 (base date) prices are:
P50 - (Mean) Option 1 Option 2 Option 3 Manea £3,545,000 £3,370,000 £3,912,000 Whittlesea £5,928,000 £7,198,000 £6,562,000 P80 - (Enhancements Manea £3,746,000 £3,571,000 £4,113,000 Whittlesea £6,289,000 £7,559,000 £6,923,000 Max - (stated on the risk Register) Manea £4,116,000 £3,941,000 £4,483,000 Whittlesea £6,947,000 £8,218,000 £7,581,000
Hence, the overall Cost Range for the station options at 4Q17 (base date) prices is from £9,298,000 (P50 - Manea option 2 + Whittlesea option 1) to £12,701,000 (Max value - Manea option 3 + Whittlesea option 2). As both Stations were considered together, the combined estimate for both stations is valid; the two prices cannot be separated at this stage due to the way the price was constructed. Cost was not used as criteria during the option selection workshop as no budget was specified for the AFC design work as the Client wanted to understand all of the benefits and the costs of different options to inform their business case and to properly evaluate the wider impacts of the scheme.
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13. Option Selection Workshop Outputs
An option selection workshop was held with the Client, Fenland District Council, and colleagues from Hereward Community Rail Partnership on 15 March 2018. During the workshop, remaining options for Manea and Whittlesea Stations were RAG assessed in the same manner as, and using the same criteria as in the GRIP 2 sift workshop (see sift notes EB reference 154815-NRS-REP- MPM-500030). Participants identified whether the options had a negative impact against today (red), a negligible impact against today (amber) or a positive impact against today (green).
This determined that the preferred option by the Client appears to align with the Network Rail technically preferred option namely Option 1 for Manea Station and Option 1 for Whittlesea Station. This is because these appeared to be the least disruptive to the local community and offer the greatest perceived benefits. Please refer to the full minutes of the RAG assessment completed at the option selection workshop for more details (EB reference154815-NRS-REP-MPM-500032). All options will be presented for public consultation by Hereward Community Rail Partnership and Fenland District Council and the results of consultation considered by them when determining which options to progress to the next stage should the business case seem favourable and appropriate funding sourced.
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Appendix 1 – Topographical survey drawings
See eB container: 154815-NRS-REP-ESU-000001
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Appendix 2 – Platform gauging survey
See eB container: 154815-NRS-REP-ESU-000001
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Appendix 3 – Drainage desktop review (stations)
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Appendix 4 – Diversity impact assessment
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Appendix 5 – Drawings of all options
Appendix 5A – Multi-Disciplinary Option Drawings
Appendix 5B – Track Drawings
Appendix 5C – Signalling Drawings
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Appendix 6 – Hazard log
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Appendix 7 – Designer’s risk assessment
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Appendix 8 – Design decision log
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Appendix 9 – NRG record drawings
Signalling (including signalling power distribution): The following is a list of the principal signalling records for Manea and Whittlesea.
Manea Signalling Plan A66/MNE Version AL2
Manea Location Area plan A66/MNE-L-01 Version AR1
Whittlesea Signalling Plan A61/WSE/1 Version AN1
Whittlesea Loc Area Plan 61WSE/1018VJ/0 Version AN1
NRG’s database shows 100% availability for Manea an Whittlesea signalling source records.
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Appendix 10 – Buried services
Appendix 10A – Buried services around Manea Station
Appendix 10B – Buried services around Whittlesea Station
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Appendix 11 – IDC/IDR
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Appendix 12 – Assets List (extract from CARRS)
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Appendix 13 – Environmental Appraisal
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Appendix 14 – References 154815-TRK-DOC-REP-001 – Manea & Whittlesea Permanent Way Condition Report
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MANEA & WHITTLESEA STATION ENHANCEMENT 20 Octoberl 2017 Network Rail Infrastructure Projects - Strictly Private and Confidential
Network Rail Infrastructure Projects Central Waterloo General Offices, Station Approach London SE1 8SW T +44(0)20 7902 3063 www.networkrail.co.uk This document is the property of Network Rail Infrastructure Limited. It shall not be reproduced in whole or part nor disclosed to a third party without the written permission of Network Rail Infrastructure Limited. Uncontrolled copy once printed from its electronic source. Published and Issued by Network Rail Infrastructure Limited, Kings Place, 90 York Way, London N1 9AG Copyright 2017 Network Rail Infrastructure Limited. All rights reserved.