Metro Issue Paper

Depot & Rolling Stock Plan

Date: Author: Revision: Status: 18 December 2008 Phil Boyd 1.2 Draft

A20970: 11 - CBD DEPOT AND ROLLING STOCK PLAN.DOC

This document has been created for the purpose of preparing the CBD Metro Feasibility Design Report and any subsequent submission to Cabinet. The following documents listed in Part A were created for the pupose of preparing this document, other primary reference documents and the Overview Report. The documents listed in Part B were also considered in the preparation of this document. Part A:
Part A Shadow Operator, Operator Requirements, Version 4, Objective Reference A17914 Shadow Operator, Depot Functional Requirements paper, Objective Reference A18577 Shadow Operator, Fleet Maintenance Assumptions paper, Objective Reference A18906 CBD Metro Team CBD Metro Team CBD Metro Team Author

Part B: Nil

A20970:11 - CBD Depot and Rolling Stock Plan.doc

Table of Contents
Table of Contents 1 2 3 4 5 6 Introduction CBD Metro Operating Targets Train Operations Rolling Stock Characteristics Fleet Maintenance Assumptions Depot Functional Requirements 1 2 2 3 4 6 11

A20970:11 - CBD Depot and Rolling Stock Plan.doc

Introduction

The CBD Metro concept includes: A fully accessible metro rail service running from Rozelle to Central station with a total of six stations including major interchanges with RailCorp services at Barangaroo/ Wynyard, Martin Place, Town Hall Square and Central. Automatic driverless trains Convenient services provided every few minutes in peak periods Approximately 7km double track rail line underground with Rozelle Depot above ground A stabling and maintenance facility at Rozelle Single deck trains of approximately 110m in length Key bus interchanges at Rozelle and potentially Central station A delivery timeline that provides for construction to commence 2010, with opening in 2015 Consideration as enabling infrastructure as the backbone of a wider metro network

This document, the Depot and Rolling Stock Plan, outlines the depot and rolling stock requirements necessary to deliver the operational performance targets for the CBD Metro. The detail provided within this document represents initial thinking. Further revision to this document is expected as the CBD Metro concept is developed and the ultimate extent and capacity of the system is defined. The document will need to be finalised prior to any RFP documentation being issued.

CBD Metro Operating Targets

The key operating targets for the CBD Metro, as stated in the Reliability, Availability, Maintenance and Safety (RAMS) targets incorporated in the Operator Requirements, are:

Train Service Availability of 99.5% (percentage of scheduled train journeys completed); and Service Reliability of 98% (average train on time arrival at each station).

The rolling stock needs to be specified and maintained to a level sufficient to sustain this level of performance. Correspondingly, the depot needs to be specified and equipped to deliver the level of maintenance required.

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Train Operations

The following characteristics define the train operations:

A single tier service is envisaged for the whole route. All services will stop at all stations along the route. Forecasts for 2015 and 2031 have been used to develop peak hour service levels.

2015 Timetable Forecasts indicate peak demand in 2015 can be met comfortably with 22 trains per hour or a train approximately every three minutes in each direction. In off peak periods, frequency is expected to be no less than 12 trains per hour, or approximately one every five minutes in each direction. These service levels are likely to form the minimum specification, and are still to be confirmed subject to further patronage forecast analysis. 2031 Timetable 2031 peak frequency is proposed to be approximately 24 trains per hour. The same offpeak frequency of 12 trains per hour is proposed. These service levels are suggesed to form the minimum specification and are still to be confirmed subject to further demand forecast analysis. The frequency, punctuality and reliability of the train service will be determined by the efficacy of the interface between the train, the track and overhead infrastructure, and the day to day management of the whole system by the Operations Control Centre (OCC). Operating Hours The operating hours for passenger services will be from 0530 2400 Monday to Thursday. On Friday these hours will be extended from 0530 0100 Saturday. Saturday services will run from 0530-0100 Sunday, and Sunday services operate from 0600-2400. There will be scope to alter these hours to suit special events (e.g. New Years Eve) and future needs. For example, using bi-directional signalling, one track can be closed down for maintenance while services operate on the other track. This will result in less trains per hour operating, but not less than 3 per hour in each direction. Single line operation would normally only be underaken in low periods of demand. There will be no regular planned weekend closedowns for maintenance. All regular maintenance tasks must be achievable using the standard night time possessions (or when single line operation is arranged in low demand periods). There may at times be a need to carry out heavy maintenance such as renewal activities over a longer period than the night time possession can allow. Bi-directional signalling is now an agreed requirement for implementation, and will give an ability to close part of either the up or down line in off-peak periods while providing a reduced service on the remaining track section(s). Bi-directional signalling preserves the option of 24 hour operation.
Train set requirements

Based on the service frequencies listed above, 13 train-sets would be required (10 in service and 3 spare). This figure is based on an 11 minute run time between Rozelle and Central with sufficient allowance for turnaround time at Central.

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Rolling Stock Characteristics

The following are the functional characteristics of the rolling stock, as specified in the Operator Requirements: Minimum capacity of 965 people per 5-car set with 360 seats and standees at maximum operational load of 4 people per square metre Train length nominally 110m (not to exceed 113 metres) Capable of operating over 4.5 % gradients, with a maximum operating speed of 100 km/h Be able to accommodate curves down to 230m radius and have safe dynamic clearances throughout the infrastructure A crush loaded train must be capable of pushing another failed crush loaded train from a stationary start up a 4.5 % gradient to the nearest station Driverless operation with a secure console at each end of the train that will allow an On-Train Customer Service Assistant to manually drive the train in degraded mode. The console will also be used by Depot Technicians for movements within the manual area of the Depot Must be able to achieve an acceleration rate of 1.2 m/s2 Must be able to achieve a decleration rate of 1.4 m/s2 under emergency braking conditions The vehicles must meet modern comfort and design standards Fully automated air conditioning to maintain a constant and comfortable car temperature Well lit to facilitate easy reading Fitted with CCTV covering all doors and most passenger areas, viewable by the Operations Control Centre (OCC) Help points to contact the On Train Customer Service Assistant or OCC in the event of an emergency Automated public announcements, with manual capability and passenger information screens. Automatic information would include destination and door closing Designated wheelchair areas that can accommodate 2 wheelchairs per car and that are clearly marked. Priority seating areas and space for strollers

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Compliant with Disability Discrimination Act (DDA), including access to the train from the platform, in both gap and step up/ step down for unassisted entry Separate and distinctive visual and audible door warning devices to indicate when the doors are opening and closing Sufficient grab-rails and handles to provide comfort for standees for both design and crush loading Clear and easy to understand evacuation and other safety information Fire/Smoke detectors on and beneath trains During an emergency the air in the train must provide for safe breathing for sufficient time to enable the train to travel to the next station and for evacuation Fire extinguishers will be available to train occupants for first response to a fire Full width inter-car gangway creating an open straight corridor through the train set Corridors to not be obstructed by fittings, draught screens etc Vehicle evacuation end doors designed to prevent opening and deployment of ramp when vehicle is moving Vehicle end doors and detrainment device must be operable by untrained passengers Emergency lighting fed by back up battery

In conjunction with the wider project team the Shadow Operator has considered the optimised reference design for rolling stock as likely to meet the following specification to deliver the required levels of performance, reliability and customer comfort above: Overhead traction supply of 1500 V DC. Single deck rolling stock in permanently coupled 5 car sets with 3 door openings per side per car. The door openings would accommodate nominated dwell times at stations, by providing sufficiently rapid passenger flow on and off the train

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Fleet Maintenance Assumptions

Maintenance Philosophy
The basis of the Rolling Stock Maintenance Plan will be the Technical Maintenance Plan which will be based on Reliability Centred Maintenance (RCM) principles and will include: Daily train self checks Basic inspection/ service every 30 days or as recommended by the manufacturer Major service and major component change-out as recommended by the manufacturer Equipment overhaul programme for Line Replacable Units (LRU) Data collection and analysis of faults and failures to drive continuous reliability improvement Wheel management plan Overall fleet and availability management

Only routine servicing will be undertaken on the cars at the depot. In the event of a failure, or for overhaul of major components (Line Replacable Units), the components will be removed (component exchanged) and sent off-site for overhaul. Train movements for stabling and maintenance activities will be controlled from within the Operations Control Centre by the Operations Controller on each shift. The Depot Manager will be responsible for the Depot activities and the Duty and Operations Controller will be responsible for the operational management of the fleet. Maintenance staff will interact with the maintenance management system by means of PDAs to ensure the system is as up to date as possible. Trains presented for service will be clean and fit for purpose both externally and internally. During service, train interiors will be regularly cleared of litter. There will be a train cleaning and presentation standards manual that specifies the detail and periodicity of all type of cleans. As a minimum all trains will be cleaned internally before entering service for the day and will be washed externally every 3 days, including the roof and the car ends. The water used in the wash plant will be recycled. A heavy or detailed clean will take place every 30 days.

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Rolling Stock Attributes

Compliance with Legislation. The rolling stock must comply with all relevant legislation applicable in NSW including the NSW Occupational Health and Safety Act (2000). It must be designed, constructed and operated in accordance with the operators accreditation. The rolling stock must comply with all relevant standards, including those detailed in the operators Safety Management System (SMS). Built-In Test Equipment All major systems and sub-systems must have Built-In Test Equipment (BITE), including faults and failure logs. This data must be downloadable during routine maintenance via portable devices (laptop or PDA). It must also be remotely downloadable. The BITE should also include a fault finding guide in the form of advice as to what likely components or modules need to be replaced in order to correct a fault. The list of systems and sub-systems reuired to have Built-In Test Equipment will be determined in the next phase of the project. Component Change-Out and Interchangeability All key components must be modularised and be capable of being exchanged, and the train tested and returned to service, within defined times (four hours maximum).
All components that may be reasonably expected to require replacement at the depot must be designed for replacement including, where appropriate, the use of quick release fasteners, electrical connectors and other couplings.

Cleanability The rolling stock must be designed and manufactured to be easily cleaned, internally and externally. There should be no crevices, dirt traps, gaps and non-radiused corners or joints. Access for Cleaners Daily cleaning of the rolling stock will take place in the stabling roads. The ATO system will isolate individual stabling roads in order to make trains available for cleaning. Additionally the rolling stock must incorprate a cleaning mode or isolation state that immobilises the rolling stock and provides the necessary access, power and lighting for cleaners to undertake their duties. Resistance to Vandalism The rolling stock must be designed and manufactured to be vandal resistant and minimise the effect and repair costs of any vandalism incidents. Internal and external surfaces should not show signs of staining or shadowing after the removal of graffiti. All exposed fasteners in the passenger area must be of a tamper proof design. Vermin The rolling stock must be designed to prevent damage arising from vermin. Inspection/Maintenance Schedules Inspections and maintenance schedules shall be provided for all wearing components and components requiring periodic inspection. The schedules shall specify the maintenance process, any resources or material required and details of any wear or test limits. Component Change-Out Periods The manufacturer shall provide recommended change-out periods for all major components.

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Service Intervals Service intervals must be maximised. As a principle a maintenance period of not less than 30 days is required for any item of equipment fitted to the rolling stock. Maintenance Manuals The manufacturer must provide all relevant manuals, specifications and technical documentation necessary to support the operation and maintenance of the rolling stock. Special Tools All special tools and equipment needed for maintenance must be provided together with all relevant calibration and certification documentation. Training In the event that the maintenance of the rolling stock is undertaken using in-house resources the manufacturer must provide sufficient training to ensure that the maintenance staff are competent to carry out their duties throughout the life of the fleet. Access to Equipment for Maintenance The rolling stock must be designed with ease of maintenance in mind. All equipment that has a maintenance requirement must be readily accessible and clearly labelled in English. All covers within the passenger area that required to be opened during routine maintenance must be fitted with security locks that visually indicate their locked status. Sharp Edges Care should be taken during the design and construction of the rolling stock to ensure that there are no sharp edges, corners or protrusions that could cause personal injury. This includes those instances when panels are removed for maintenance purposes thereby exposing components or features that would not normally create a hazard. Equipment Marking and Labelling All equipment locations must be marked to identify the function, type and model of equipment installed. Major components must be marked with the year and month of manufacture and fitted with an equipment identification plate that shows the manufacturers name, equipment designation, revision code, serial number and a bar code to allow tracking of components. All separable items of equipment (to be defined) must be clearly and permanently labelled in English in a suitable location that is clearly visible and legible when the equipment is installed.
Nameplates for equipment must be securely and permanently attached to a non-removable part of the component or major sub-assembly. Nameplates and markings must be indelible and vandal resistant. They must not be adversely affected by cleaning agents, graffiti or graffiti removal.

Fire and Emergency Equipment Any fire and emergency equipment fitted to the rolling stock must not require regular maintenance more frequently than every twelve months. Lifting and Jacking Points All lifting and jacking points must be clearly marked and accessible without the need to remove other equipment. Discharging of Electrical Equipment It must be safe to work on any electrical equipment (except 1500V equipment) within 30 seconds after it has been isolated from its supply. Energy storage devices such as capacitors must be discharged.

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Venting of Pneumatic Equipment Pneumatic components must vent outside the passenger area. Exhausts from vented components must not present an OH&S hazard to maintenance staff. Shore Supply The rolling stock must interface with the dedicated depot Shore Supply system. Connection of the Shore Supply must automatically transfer power supply from the traction power supply to the Shore Supply system. Air Conditioning Filters Air filters must be sized so that they can operate satisfactorily for at least 30 days before requiring replacement or cleaning (longer periods are preferred). All filters, including fresh air filters, must be readily accessible from within the car. Air System and Pipework Provision must be made for the drainage of the filter drier drain receiver at the depot. Semipermanently mounted components such as pipework, isolation cocks, in-line filters/strainers, aftercooler, etc must remain fully functional until at least the half-life refurbishment. Batteries Batteries must operate for a minimum of 12 months without requiring the electrolyte to be topped up and a minimum of 6 years without requiring the electrolyte to be changed. Brake Friction Material Thickness The remaining thickness of the brake pad must be visible from under or beside the car. This indicator may be subject to remote condition monitoring. Car Balancing The bogie arrangement must allow for packing or adjustment to balance the car without the need to remove wheelsets. Component Change-Out Times The following key components must be capable of being exchanged or replaced and the train tested and returned to service, within defined times (four hours maximum).
Any door panel must be able to be removed and replaced within 60 minutes using a maximum of two staff. Any door control system must be able to be removed and replaced within 10 minutes using one maintenance personnel. Brake pads in any worn or new condition must be able to be changed to new in less than 60 seconds per wheel. Any air conditioning module must be able to be changed within 60 minutes (using routinely available resources). Any traction inverter must be able to be removed and and replacement unit fitted within 30 minutes. Removal and replacement of a bogie, including rebalancing of the car, must be able to be completed within 90 minutes. Axle mounted speed sensing equipment must allow ready replacement within 15 minutes.

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Any electrical or mechanical auxiliary module (static inverter, compressor, etc) module must be capable of being changed within 30 minutes. Access to undercar modules must be provided to allow access from the side of the vehicle via slide out racks or by the use of forklift guides mounted to the module.

Compressor The component change-out period for the compressor must be at least three years. The system must be fitted with isolating cocks in order to allow maintenance and change-out to be undertaken with the main reservoir charged. Compressor elapsed life must be monitored by the Train Operating System (TOS). Earth Return Equipment Axle mounted earth brushes and their associated components must not reqire replacement of adjustment more often that once per year. External Air Supply The rolling stock must permit air from external sources (e.g. the maintenance facility) to be supplied to the main reservoir line. Light Fittings All light fittings and their components must be accessible for maintenance purposes. All lights must be able to be switched off and the lighting circuits isolated, if necessary for maintenance purposes. Fluorescent light fitting must be of a design that allows one person to replace the tubes, ballast and diffusers without having to remove the light fitting from the ceiling. Pantograph The pantograph equipment must be designed to require maintenance such as lubrication and adjustment no more frequently than every 120 days. The pantograph design must allow for all maintenance requirements, such as greasing and replacement of wearing components, to be performed while the pantograph is in the lowered position. Wheel Condition and Life The average wheel life must be greater than 500,000km. Wheel profile will be automatically monitored using lineside equipment installed at the entrance to the depot. Lineside acoustic monitoring equipment will also be installed to measure the pass-by noise generated by trains. The acoustic system will detect wheel flats and other wheel tread imperfections. A wheel management plan will be implemented to balance wheel wear across train sets and maximise wheel life.

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Depot Functional Requirements

Fundamentals
Single, all-purpose facility. The Rozelle Depot is to be a single all-purpose facility. The purpose is to provide for the control and management of the network, maintenance, repair, refurbishing, upgrading, stabling, cleaning, despatch and retrieval activities on the operating passenger train fleet and a base for infrastructure maintenance activities.
The operation of the facility will take place on four levels. The first level will provide for the stabling, despatch and retrieval of the trains. The second level will provide for daily cleaning, daily maintenance checks and minor repairs or adjustments which are able to be safely carried out without mechanical aids or heavy workshop plant. These activities will take place while the trains are stabled and isolated on the stabling tracks. The third level will provide for routine periodic maintenance, component changes, out-of-course repairs and heavy cleaning requiring access to the roof and beneath the floor level of the trains. These activities will take place within a maintenance centre adequately equipped for the purpose or within facilities provided for the task e.g. exterior cleaning and wheel-profiling. The fourth level will provide a base for network infrastructure maintenance

Compliance with Legislation. The depot and its operations must comply with all relevant legislation applicable in NSW including the NSW Occupational Health and Safety Act (2000) and the Rail Safety Act (2002). Environmental mitigation to allow 24hr operation. The facility needs to incorporate features to provide for unrestricted rail related activity on a 24hr, 7 day basis. Grade Separated Main Line Connection If possible the connections from the main line to the depot/stabling area should be grade separated. Alternatively there should be no single point of failure between the depot and main line and it should be possible to access the main line in both directions. Maximum gradient for depot/stabling area The maximum gradient of the trackwork in the stabling sidings and depot should not exceed 0.5%. Provide maximum practicable exit and entry speeds The turnout and track arrangements for the connection from the main line to the depot/stabling should seek to maximise the entry and exit speeds. Depot Configuration. The depot will be divided into two distinct functional areas, the train stabling area and the maintenance area. Service operation, including start up, wind down and stabling will be controlled by the Automatic Train Operation (ATO) system. Hence the movement of trains into and out of

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the stabling area, and through the wash plant if necessary, will be done automatically by the ATO system and programmed through the Operations Control Centre. For safety reasons the ATO area must be physically separated and secured. No staff will be allowed in the ATO controlled area during Train Operating Periods (TOP). Within the maintenance area there will be a rolling stock maintenance facility, including an underfloor wheel lathe, and an infrastructure maintenance depot. Movement of trains and maintenance vehicles within the maintenance area will be under manual control, i.e. they will be driven by suitably qualified staff and controlled by the nominated depot controller. A transition or handover will need to provided to ensure the secure and safe transfer of trains to and from the ATO area.

Separate operating area (ATO) from non-operating area (Manual) The facility will incorporate areas where trains are able to be moved and marshalled automatically (ATO) and separate areas where trains and maintenance vehicles will be operated manually. The automatic (ATO) area needs to be secure such that no one, including intruders, can access the ATO area during Train Operating Periods (TOP). Separate routes into and out of stabling in case of points failure. The failure of any set of points to operate on command should not inhibit the timely despatch or retrieval of any trains into and out of service. Separate routes into and out of stabling in case of failed sets. The failure of any single train to operate on command should not inhibit the timely despatch or retrieval of any other trains into and out of service. Clear routes into/out of stabling. Trains should be able to be despatched from or retrieved to stabling tracks without generating congestion within the yard or on to the Main Lines Clear routes into/out of maintenance. Trains and maintenance vehicles should be able to be despatched to or retrieved from the maintenance (manual) area without generating congestion within the yard or infinging on the Main Lines No staff in ATO track area during operating hours No staff will be permitted to enter on or about the tracks during ATO periods. In the event that it is necessary for staff to enter on or be about the tracks in the ATO area, all train operations shall cease. Lock-out systems to isolate people and plant from live Overhead Wire (OHW) Lock-out systems will be provided to isolate people and plant from live OHW. This may take the form of a key system, swipe card system or other robust fail-safe method. The lock-out areas can include train-roof access platforms, cranes, lifts and any other circumstance which may enable people or plant to contact live OHW. Safe access routes to plant and to stabling areas Safe access routes should be provided clear of all ATO areas so that staff are able to access items of plant (e.g. train wash) and the stabling roads (cleaners). Good access for staff and materials The depot will be home-base for Metro Operations personnel as well as the maintenance and cleaning teams. It will also receive and house materials, spares and consumables. The access

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will also need to accommodate the initial receipt and, if required, despatch of the rail carriages by road and the daily removal of rubbish from cleaning activities.

Operations
Facilities on site
OCC (need contingency for potential extension of its capacity and footprint to serve the West and North West) Stabling/daily clean tracks Fleet Maintenance Facility HV Supply/Traction Substation Wash plant Underfloor wheel lathe Car Parking Per Way Sidings and Buildings Condition Monitoring equipment

Stabling for whole fleet All trains, except for two, will stable within the depot each night. One train will be stabled in the station at Rozelle and one in the turnback at Central station. Provision is also required to safely stable all Metro rail vehicles used in the maintenance of the network.
All vehicles are required to be able to be stabled so that they do not foul points of adjacent tracks.

Size of maintenance building The maintenance building should be sized to incorporate the following features
Presentation (periodic heavy cleaning) road Out of course road with roof level inspection platform + pit/plinth Scheduled Maintenance road 5 Car jacking road Component Change Out road Store Workshop Office Staff amenities and meal rooms, including parking

Maintenance Equipment (to suit Metro kinematic envelope)

Rail Grinder (inc storage)

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Locomotives Maintenance wagons Rail mounted mobile crane Inspection/minor repair vehicle(s) Infrastructure spares storage

Ability to launch and recover trains in both Up and Down directions Main line connections should be aligned to provide for trains to be launched into service and retrieved out of service in both down and up directions.
It is preferable to provide grade separation at depot entry/exits to/from the far main line track. To provide for network expansion, the depot should be capable of launching or retrieving trains from the network at 90 second intervals (30 trains per hour).

Turnout selection Turnout selection needs to be made on the basis of meeting the operating needs to feed and retrieve trains to and from service in a timely manner. Routine for winding up daily service a.m. (CBD Metro). Given the relatively short cycle times for CBD Metro, the AM service can be introduced over two cycles of the timetable with all trains entering the network towards Rozelle.
Notional (approximate) times into service (Monday to Friday) for the CBD Metro are: 1st Tranche Launch Depot Junction Rozelle 2nd Tranche Launch Depot Junction Rozelle

dep arr

5:24:18 5:26:18

5:29:30 5:31:30

5:34:30 5:36:30

5:39:30 5:41:30

5:44:30 5:46:30

dep arr

5:51:58 5:53:58

5:56:08 5:58:08

6:01:08 6:03:08

6:06:08 6:08:08

6:11:08 6:13:08

This strategy would require review should the network be extended and/or the number of trains required be increased.

Routine for winding down daily service p.m. The PM wind down will occur in the same fashion with the exception that the first tranche of withdrawals can occur in the down direction, the second tranche reversing at the junction from the Up Main Line to enter by crossing over the Down Main Line and entering in the down direction. Wheel Condition It is proposed to install wheel profile measuring equipment on the connecting track from the main line to the stabling yard to automatically capture and montor wheel condition. Lineside acoustic monitoring equipment will also be installed to measure the pass-by noise generated by trains. The acoustic system will detect wheel flats and other wheel tread imperfections

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Wash plant location The wash plant should be located in the ATO area in a position to allow automatic washing of a proportion of trains as they enter the depot. It is proposed that each train receive an external wash every three days.
The wash plant should also be located with provision for safe road and pedestrian access under ATO conditions for wash plant servicing and maintenance.

Location of handover point A handover point where trains proceeding into and exiting from the Maintenance facility will be located at the boundary between ATO and Manual operations
A suitable safe means for maintenance staff to access and to disembark the trains will be provided at the handover point.

Maintenance windows in inter-peak periods Routine rolling stock maintenance and cleaning will be performed between morning and afternoon peaks and after the evening peak.
The day maintenance activities will be sized to provide peak fleet availability.

Staffing Forecast staff levels (for CBD Metro) to be stationed at Rozelle Depot, excluding specialist outsourced maintenance staff, are as under:

DEPOT

Head of Control x1

Head of Asset X1

Duty & Operations Controller x 6 Technical Controller x 5

2 4 H o u r Depot Manager x 1 Maintenance Team x 15

Asset Engineer x 1 Infrastructure Manager x1

Station Systems Controllers x5

Metro Corridor maint team inc. stations x 10

Train cleaning / presentation/ graffiti removal (Outsourced)

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Internal Cleaning Routine All trains will be cleaned internally prior to entering service each day. The daily cleaning will take place in the stabling roads, which will need to be equipped with suitable platforms, power supply, waste management facilities, etc. The ATO system will need to be able to isolate individual stabling roads to allow cleaning to take place.
Each train will undergo a major clean every 30 days. This will be undertaken in the presentation road of the maintenance facility.

High Level of Depot Security The design and construction of the depot and stabling area will need to incorporate high levels of security to prevent unauthorised access to the ATO and depot areas. This is necessary from both a safety and asset protection perspective. Entry to the depot should be closely controlled and monitored. CCTV cameras covering all operational areas should be installed and linked to the OCC. Lighting Levels Adequate lighting will need to be provided in all areas of the depot and stabling yards sufficient to ensure that all staff can safely move about and undertake scheduled and unscheduled duties, and consistent with a secure 24/7 facility requiring evidential quality CCTV images. Shift Working The depot, including the stabling roads, rolling stock maintenance facility and infrastructure maintenance will operate on a 24 hour a day, 7 days per week basis. The core work period will be day shift, Monday to Friday, however there will always be some maintenance, cleaning or OCC staff on duty. Staggered start and finish times for staff wil be implemented to ensure early morning and late evening coverage. The design and layout of the depot, including locker space, amenities and car parking need to take this pattern of working into account. Customer Service Attendant Sign-On Location Those Customer Service Attendants rostered to work on trains entering service from the stabling area will sign on and join their train at the depot. Suitable arrangements will need to be implemented within the ATO system to allow this to take place. Customer Service Attendants joining the trains stored overnight at Rozelle and Central will join at the platform.

Rolling Stock Maintenance

Receiving and Commissioning Facilities It is assumed that the rolling stock will be delivered by road and unloaded in the depot by crane. Running Maintenance Routine It is intended that the programmed routine maintenance of rolling stock will be broken down in to four hour blocks and undertaken in the inter-peak period. Maintenance can also be programmed to be undertaken after the evening peak period. Heavy Maintenance Heavy maintenance will consist of the change out of life expired components at periods based on manufacturers recommendations or operational experience. Components will also be exchanged in the event of a major failure. Space and capacity needs to be provided to remove components such as bogies, traction motors, compressors, air conditioning units, etc.

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Refurbishment and Mid-Life Upgrades It is assumed that this is outsourced. Provision needs to be made to receive and dispatch carriages by road. Stores Requirement Sufficient storage space need to provided for all rolling stock consumable, rotable and insurance spares, including a receiving/dispatch area with road access for semi trailers. Items will range in size from small consumables, such as fuses, through to large insurance spares and rotable such as bogies, traction packages and air conditioning modules. Suitable cabinets and racking will need to be provided to cover this range. If there a space constraints it is possible to store insurance spares off site. Office space, either in the maintenance centre office or the store, will be required to meet the logisitics administration requirements.
A separate store and storage area will need to be provided for infrastructure spares. Infrastructure spares will include sections of rail, fasteners, points and crossings spares, OHW spares, etc. Some of these items may require specialist materials handling equipment.

Dangerous Goods Provision will need to be made for the storage of dangerous goods within the depot. Items classified as dangerous goods will include paint, solvents, gas bottles, aluminothermic rail welding portions, etc. A separate distillate storage facility may be required for refuelling infrastructure maintenance vehicles. Storage for Large Rotable Components Rotable components will include large items such as bogies, compressors, traction packages, air conditioning units, pantographs, etc. Due to their size and weight spare bogies will require a specialised storage facility. The majority of other rotable spares can be stored on heavy duty pallet racking. Shift Working Regime Typically rolling stock staff will work day and afternoon shift to cover the Train Operations Period. Infrastructure maintenance staff will work night shift, which corresponds with the Maintenance Operations Period. Components to be Maintained On-Site There will be a need to be able to test and possibly repair some components on site. It is assumed that a controlled atmosphere test room for specialist brake and electronic equipment will be provided. Where practicable, minor repair work will also be undertaken. All major components and sub-assemblies will be sent off-site for repair. Requirements for Offices, Test Rooms, etc Office space, separate to the OCC, will be required for supervisory staff in the rolling stock maintenance facility and the infrastructure maintenance facility. As the three areas will be physically separated by some distance, parking, amenities, meal rooms, locker and office space will need to be provided for each area.

Signalling, Communications, Train Control & OHW

Train Speeds In/Out and Within Depot The turnout and track arrangements for the connection from the main line to the depot/stabling should seek to maximise the entry and exit speeds.

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Train speeds within the ATO area can be the maximum achievable within the constraints of the depot and stabling trackwork. In the Manual area the maximum permitted train speed wil be 5 km/hr.

Separate Operating (ATO) Area from Non-Operating (Manual) Area Within the depot there will be two physically separate areas, the Automatic (ATO) area and the Manual (Rolling Stock and Infrastructure Maintenance) area. The ATO system must include a secure safety interlocked handover area where trains can be isolated, switched to Manual control and transferred to depot staff control. Locking Out of Sets within the ATO Stabling Area The ATO sytem must allow for individual stabling roads to be locked out and isolated from the ATO system in order to allow cleaning and minor repairs to take place. To ensure safety of maintenance and cleaning staff it may also be necessary to isolate the roads either side of the set(s) being working on. When roads are isolated control of the affected roads will be transferred to cleaning/maintenance staff. Stabling Gap between Ends of Trains Nominal minimum gap of 5 metres to be maintained between stowed trains. Turnout clearance of any train must also be a minimum of 5 metres. Alternate stabling roads to have space for walking and platforms to provide access to trains for daily internal cleaning and minor repairs. Control and Operation of Turnouts within Manual Area All turnouts within the Manual area are to be interlocked and controlled by the nominated depot controller to ensure the safe movement of trains. Location of Depot Control Room/Controller A secure location needs to be provided within the maintenance cente office for a control desk for the manual control of the turnouts and trackwork located within the Manual area of the depot. Separate Traction Supply for the Depot and Stabling Facility The traction supply arrangements for the depot need to be separate from the traction supply for the main line. This is necessary to limit the effect of stray current leakage arising from stabling trains overnight and between peaks. Requirement for Electric Tractions Sectioning within Depot The overhead wiring supply within the depot needs to be sectioned and controlled so as to minimise the impact of failures. Each stabling road should be able to be remotely isolated. Roads within the maintenance facility will also need to be able to be isolated individually. A system must be provided to indicate visually the status of the supply on each road. Adequate Clearance around Traction Contact Wire The design of the rolling stock maintenance building needs to take into account the roads within the facility that will be wired and provide the minimum contact wire clearances required.

Rolling Stock Attributes

Rolling Stock Dimensions Trains are assumed to consist of 5 cars and have a nominal overall couple length of 113 metres. Individual carriages will be 22.0 metres long, 3.2 metres wide and 3.7 metres high. The raised height of the pantograph, i.e. the nominal contact wire height, will be 3.9 metres. Sufficient working space needs to be provided around the trains to allow all roof hatches, side skirts (if fitted) and inspection covers to be opened safely.

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Rolling Stock Mass The nominal tare mass of a train is assumed to be 190 tonne with an individual carriage tare mass of 38 tonne. Nominal set gross weight (fully loaded at 4 passengers per square metre) is 263 tonnes with a maximum design axle load of 15 tonnes. The mass of the proposed infrastructure maintenance vehicle, including locomotives, will also need to be taken in to account. Weights and Dimensions of Major Components With the exception of the bogies it is expected that all major components will be capable of being handled by overhead cranes and commercially available fork lifts. Assuming that fork lifts are the basic unit for handling components then the space required to manoeuvre them, in a loaded state, will determine track centres, ramp slopes, aisle widths, etc. Frequency of Change-Out of Rotable Components The frequency of the change-out of major components will vary and will be based on the manufacturers recommendations. For wearing components such as compressors, pantographs and bogies/wheels the change out period may be as frequently as every two years while for passive components such as traction packages it my be six years or longer. A dedicated component change-out road is proposed for the maintenance facility. The number of rotable spares to be held will impact on the sizing of the store and the equipment handling area required. Specialised Equipment for Handling Rotable Components It is anticipated that removal and replacement of many of the rotable requirements will require specialist lifting frames, jigs and slings. The storage, maintenance and inspection of this equipment needs to be catered for in the design of the depot. A five car jacking road for bogie removal is proposed for the maintenance facility. Given their size and weight specialist equipment will be required for the handling and storage of bogies. Manoeuvring and parking space for fork lifts will need to be provided. Location of On-Board Rotable Components Give that the cars proposed are of a single deck design it can be assumed that the carriages will have both roof mounted and under floor equipment. Equipment such as pantographs and air conditioning modules will be roof mounted; compressors will be mounted under the cars. Traction equipment may be mounted in either location, depending on space constraints. The location of specific items will need to be taken in to account when determining handling paths, aisle widths, ramps and track spacing. Provision of Shore Supply and Other Services Within the maintenance facility, where the trains will be isolated from the traction supply, it will be necessary to provide power and air to the trains so that systems can be activated and tested. It will also be necessary to provide power and air supply points to the maintenance roads so that staff can power maintenance tools and equipment. The number and location of theses services needs to be determined and included in the design of the maintenance facility. Weighing Equipment Requirement Weighing capability will need to be provided within the depots so that individual cars can be reweighed and rebalanced following bogie/wheel change. Location of Bogie and Wheelset Maintenance Facilities Assume that bogie maintenance, other than minor repairs, will be undertaken off-site. Facilities for the storage and handling of spare bogies will need to be provided.

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Special Handling Requirements There will be a need for specialist equipment such as scaffolding and powered work platforms to facilitate work on the exterior and end of cars in order to undertake activities such as window and windscreen replacement, bodyside inspection and repairs, application of signage, etc.

Proposed by
Name: Phil Boyd Title

Signature

Date

Supported by
Name: Michael Scanlan Title Name Title

Approved by:
Name: Andy Taylor Title

A20970: 11 - CBD DEPOT AND ROLLING STOCK PLAN.DOC