Option Selection Report DfT ‘Access for All’ Programme ... B - Pen… · Penrith Station Option Selection Report Page 1 of 22 Option Selection Report ... Satisfies all applicable

DfT ‘Access for All’ Programme GRIP 3: Penrith Station Option Selection Report

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Option Selection Report

DfT ‘Access for All’ Programme

Penrith (North Lakes) Station Business Unit: Buildings & Civils

CCMS reference:

Customer: Department for Transport

Prepared by:

Name: Sam Parker

Job Title: Design Engineer

Date: 22nd July 2013

Sign off:

Agreed by: (Programme Sponsor) Agreed by: (Department for Transport)


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Contents page

1. Project objective......................................................................................................................................3 2. Option selection process (GRIP Stage 3)...........................................................................................3 3. Station information .................................................................................................................................4 4. Existing passenger access routes..........................................................................................................7 5. Descriptions of options for the ‘obstacle-free’ route .....................................................................9 6. Option evaluation..................................................................................................................................12 7. Capital cost estimates (2013 prices) ..................................................................................................17 8. Option selection....................................................................................................................................19 9. Constructability statement..................................................................................................................21 10. Consultation...........................................................................................................................................22

Appendix A Drawings of current station and options Appendix B Photographs of station Appendix C MARLIN plan showing boundaries Appendix D Additional project information Appendix E Viability survey Appendix F Electrical Report Appendix G Buried Services Information Appendix H Examples of footbridges, lifts and stairs (from completed AFA schemes) to

be considered at GRIP 4 stage Appendix I Eden District Council Conservation Area map Appendix J Stakeholders correspondence (letters of support) Issue Record Issue Date Comments 01 22/07/2013 Initial draft for comment/discussion

02 07/08/2013 Incorporating comments following draft issue

03 26/09/2013 Incorporating comments following stakeholder consultation

04 09/10/2013 Incorporating further minor amendments


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1. Project objective

The purpose of the project proposal recommended in this report is to introduce within the Network Rail controlled infrastructure an unobstructed “accessible route” from at least one station entrance and all drop-off points associated with that entrance, to each platform and between platforms served by passenger trains. The Department for Transport (DfT) definition of an accessible route is one that;

can be negotiated by the user of a manually self-propelled wheelchair; ideally, does not exceed 400m, from station entrance (or drop off point if further) to the

appropriate point of entry/exit of stationed trains; Satisfies all applicable requirements of ‘DfT Accessible Train and Station Design for Disabled

People: A Code of Practice’ (version 03, November 2011) except where prior dispensations have been agreed.

The specific infrastructure required to achieve this should be determined during outline design, GRIP Stage 4. In addition to meeting the specific objective of providing an accessible route, there are three discretionary elements of project scope that must be considered on a station by station basis. These are the provision of;

platform edge tactile paving obstacle-free access to (but not into) station operator facilities obstacle-free access to (but not into) station retail facilities

2. Option selection process (GRIP Stage 3)

(a) Hold introductory Local Project Group (LPG) meeting at the station.

(b) Complete accessibility audit.

(c) Identify options with stakeholders.

(e) Produce Option Selection Report (OSR).

(f) OSR signed off by;

Project Sponsor, Designated Engineer, Programme Sponsor, Customer - Department for Transport / Transport Scotland.

IDENTIFY OPTIONS

EVALUATE OPTIONS

PRODUCE REPORT

SIGN-OFF REPORT

(d) Hold workshop with stakeholders to appraise options.


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3. Station information

Station information Full station name Penrith (North Lakes) Station Postal address Ullswater Road

Penrith Cumbria CA11 7JQ

Station Facilities Owner (SFO) Virgin Trains Other TOCs: N/A Station Manager Details

Station’s operations Period during which the station is manned Mon-Sat: 05:30 – 23:10

Sun: 09:00 – 00:00 Info from National Rail website

Gated or open: Open

Earliest and latest train departures Earliest tbc Latest tbc How are trains dispatched? Platform staff based in the main station office (during

hours of staffing)

Description of railway Electrification 3rd Rail No

OLE Yes

Layout and inter-relationship of platforms. Platform 1 adjacent to station buildings, platform 2

and 3 on an island platform. General relationship of platforms to topography. The station as a whole is relatively level with the

immediate surroundings

How are platforms constructed? Platforms are of traditional solid fill build with brickwork riser walls.

Are there tactile surfaces on all platform edges? No. Platform 3 has blister type tactiles for full length of platform.


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Is there an obstacle free route to all TOC facilities? No. The entrance to the station building and ticket issuing window are step free. Access to platform 1 from the station building is step free (but slightly unlevel). There is a disabled toilet located on Platform 1 within the station building. Access to Platform 2/3 is via a subway (stairs down and up). At the base of the subway stairs the subway floor slopes down to a level section directly underneath the tracks. These sloped sections are visibly non compliant. The entrance to the waiting room on Platform 2 comprises a single step (with no hand rails). Disabled access to Platform 2/3 is via the platform end ramp at the north end of Platform 1 (with locked access gate), across a barrow crossing and via a path back to a gate at the north end of platform 2 (locked). This route is largely uncovered and the distance from the point on the platform by the open entrance by the subway to a corresponding point on the downside platform is 215m (162m of this is uncovered). This requires station staff supervision and authorisation.

Is there an obstacle free route to all station retail facilities? Yes. All retail facilities located in the station building ticket hall (vending machines).


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Name of Local Authority: Eden District Council Planning Constraints

Listed structures Yes See below Local planning authority listing Yes Grade II listed

It is expected that any works will need to visually be in keeping with the station building.

Tree Preservation Orders N/A Conservation Areas Yes Eden District Council conservation area

The historic castle keep is located on the other side of the road to the station. The intention is to minimise the visual impact of the scheme. It is known that a planning requirement is that structures will need to be lower than the top of the keep.

Public Rights of Way No SSSIs No Specific Project Comment Yes It is recommended that there is early

engagement with the Planning Department for the design of works. There will also be specific consultation with the Rail Heritage Trust from option selection onwards.

Where is the principal drop-off point? Outside main Entrance Where is the secondary drop-off point (if applicable)? Direct entrance to subway stairs and through to

Platform 1 (to the side of the main entrance) Are there any ‘regular events’ (e.g. sports, markets) held in the locality that affect traffic at the station?

None known


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4. Existing passenger access routes Route A Main Station Building Entrance to Platform 1 Description of route Access constraints 1 Enter through front entrance of station building

directly into ticket hall

2 Step free (but slightly uneven) double doors from ticket hall onto Platform 1.

Uneven threshold from ticket hall onto Platform 1

Route B Main Station Building Entrance to Platform 2/3 (via subway) Description of route Access constraints 1 Enter through front entrance of station building

directly into ticket hall

2 Step free (but slightly uneven) double doors from ticket hall onto Platform 1


3 Walk along Platform 1 (northbound) and re-enter station building to head of stairwell to subway

4 Stairs down to subway, along subway full length (sloping floor levels), and up stairs into station building on island platform

Steps Uneven/sloping subway floor

5 Step free access onto Platform 2/3 from the top of stairs within island platform station building

Route C Main Station Building Entrance to Platform 2/3 (via barrow crossing) Description of route Access constraints 1 Enter through front entrance of station building

directly into ticket hall (at this point station staff will need to be engaged for assistance)

2 Step free (but slightly uneven) double doors from ticket hall onto Platform 1


3 Travel to the north end of platform 1, through the locked gate and across the barrow crossing (under staff supervision)

Under staff supervision

4 Follow pathway back to locked platform 2 end gate


5 Access through gate onto Platform 2 Under staff supervision


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Route D Secondary station building entrance to Platform 1 1 Description of route. Access constraints 2 Enter open entrance to the side of the main

station entrance (entrance to subway stairs)

3 Walk directly through the building on to platform1 through large opening

Route E Secondary station building entrance to Platform 2/3 via subway 1 Description of route. Access constraints 2 Enter open entrance to the side of the main


3 Stairs down to subway, along subway full length (sloping floor levels), and up stairs into station building on island platform

Steps Uneven/sloping subway floor

4 Step free access onto Platform 2 & 3 from the top of stairs within island platform station building

Route F Secondary station building entrance to Platform 2/3 via barrow crossing 1 Description of route. Access constraints 2 Enter open entrance to the side of the main


3 Walk directly through the building on to platform1 through large opening

4 Travel to the north end of platform 1, through the locked gate and across the barrow crossing (under staff supervision)


5 Follow pathway back to locked platform 2 end gate


6 Access through gate onto Platform 2 Under staff supervision


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5. Descriptions of options for the ‘obstacle-free’ route 5.1 Options rejected prior to workshop One-line description Reason for exclusion from scoring workshop Uncovered ramps incorporated with new footbridge

The station offers limited space for new structures and due to the required height of the bridge (over OLE) the length of ramp required would be simply too great (in terms of space required and travelling distance for the user). Ramps to footbridges are not generally seen favourably by the Department for Transport.

5.2 Options considered by workshop Option 1 Do nothing Description of scope -

Option 2 Improve existing access routes Description of scope There is a step free route from the station building to Platform 1 and to the island platform (with staff supervision over the barrow crossing). The route remains uncovered. Improve platform 1 end ramp’s surfacing Install new barrow crossing panels and improve transition from the end ramp onto the crossing Ensure pathway from barrow crossing to platform 2 is adequate width/gradient/surface finish.

Option 3 Lift Options A and B (see drawings) - New lifts to existing subway (including works to subway levels) Description of scope Construct lifts from the platform levels to the subway The lift on the island platform will be located within the unused station building. The lift from platform 1 will be located on the platform immediately north of the station buildings. The lobby areas at lower level will join to the subway


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Option 3 Lift Options A and B (see drawings) - New lifts to existing subway (including works to subway levels) This option would require heavy civil engineering works including substantial excavation, earth support and permanent alterations to the sub-structure of the station buildings and platform canopy columns (underpinning etc). The new works would be within the track support zone on both platforms. The option would require a connecting corridor on both sides which could reduce passenger’s perceived security and well being which may partially be mitigated by design. The sloped floors within the subway, leading down to the level floor under the tracks, are non compliant and would require digging out and further steps adding to the existing staircases (see option drawings). Would likely require closure of the subway during works – this would result in a temporary crossing required, possibly in the form of a substantial temporary footbridge to span over the OLE. New lighting, CCTV etc will be required

Option 4 Lift Options A and C (see drawings) - New lifts to existing subway (including works to subway levels) Description of scope Construct lifts from the platform levels to the subway The lift on the island platform will be located within the unused station building. The lift from platform 1 will be located within the (currently) Gentleman’s WC area within the main station building. The lobby areas at lower level will join to the subway This option would require heavy civil engineering works including substantial excavation, earth support and permanent alterations to the sub-structure of the station buildings and platform canopy columns (underpinning etc). The new works would be within the track support zone on both platforms. The option would require a connecting corridor on both sides which could reduce passenger’s perceived security and well being which may partially be mitigated by design. The sloped floors within the subway, leading down to the level floor under the tracks, are non compliant and would require digging out and further steps adding to the existing staircases (see option drawings). Would likely require closure of the subway during works – this would result in a temporary crossing required, possibly in the form of a substantial temporary footbridge to span over the OLE. New lighting, CCTV etc will be required

Option 5 New footbridge (With roof) with lifts and stairs to southern end of station buildings Description of scope Construction of a fully compliant covered footbridge spanning from platform 1 to the island platform. Structure type to be confirmed at GRIP 4 stage. A Vierendeel truss type, with partially glazed parapets, is shown in the option drawings. It would be a substantial structure as it will need to bridge over the OLE. The distance from the point on the UP platform by the open entrance by the subway to the corresponding point on the Downside platform via the footbridge would be approx 164m (only 60m of this would be uncovered). Lift access from both platforms Compliant stairways to footbridge from both platforms (covered to match chosen footbridge type) Ideal widths required for bridge deck and stairs to be determined at GRIP 4 stage following ped flow analysis/surveys. Stairway widths are governed by space available.


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Option 5 New footbridge (With roof) with lifts and stairs to southern end of station buildings Existing Overhead Line Equipment will need to be surveyed at GRIP 4 stage to confirm extent of alterations required (if possible). From visual inspection the catenary wire appears to be very high and may need lowering to go under the bridge. Dependent on the findings of the surveys the contact wire may also require lowering – if required stove pipes can be fitted to the underside of the bridge to suspend the wires. The return conductor wire may also require adjustment to ensure statutory clearances to structures are met (Although it is understood that the return conductor is insulated thus limiting clearances). Footbridge will require adequate lighting, CCTV and cable containment Platform lighting will require reconfiguring/upgrading to cater for the new structure

Option 6 New footbridge (Uncovered) with lifts and stairs to southern end of station buildings Description of scope Construction of a fully compliant footbridge spanning from platform 1 to the island platform. Structure type to be confirmed at GRIP 4 stage. A Network Rail Standard design half through footbridge is shown in the option drawings for reference. It would be a substantial structure as it will need to bridge over the OLE. The distance from the point on the UP platform by the open entrance by the subway to the corresponding point on the Downside platform via the footbridge would be approx 164m (only 60m of this would be uncovered). Lift access from both platforms Compliant stairways to footbridge from both platforms (uncovered) Ideal widths required for bridge deck and stairs to be determined at GRIP 4 stage following ped flow analysis/surveys. Stairway widths are governed by space available. Existing Overhead Line Equipment will need to be surveyed at GRIP 4 stage to confirm extent of alterations required (if possible). From visual inspection the catenary wire appears to be very high and may need lowering to go under the bridge. Dependent on the findings of the surveys the contact wire may also require lowering – if required stove pipes can be fitted to the underside of the bridge to suspend the wires. The return conductor wire may also require adjustment to ensure statutory clearances to structures are met (Although it is understood that the return conductor is insulated thus limiting clearances). Footbridge will require adequate lighting, CCTV and cable containment Platform lighting will require reconfiguring/upgrading to cater for the new structure


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6. Option evaluation 6.1 Comparison of options Option 1 Do nothing Ease of station management (during & after construction) (-)There is a risk of people using the crossing unattended

Technical compliance (-) Does not provide a technically compliant accessible route

Minimal environment disruption / low neighbourhood impact (+) No disruption

Ease of use (accessible route for everyone) (-) Route over barrow crossing is uneven and uncomfortable for wheelchair users (as well as staff)

(-) Access only with station staff assistance

Ability / 'straightforward-ness' of construction / timescales (+) Straight forward solution

Option 2 Improve existing access routes Ease of station management (during & after construction) (-) Disabled access to island platform would still require station staff assistance

(-)There is a risk of people using the crossing unattended

(+) Most of work would be completed under possession – minimal disruption to normal operations

Technical compliance (+) With improved safety measures, resurfaced ramps and renewed barrow crossing panels, the use of a barrow crossing is deemed acceptable.

(-) Not an ideal solution

Minimal environment disruption / low neighbourhood impact (+) Minimal disruption

(+) Minimal environmental impact

Ease of use (accessible route for everyone) (+) Creates an accessible (albeit with station staff assistance) route that utilises the existing station infrastructure

(+) Existing stepped access to station facilities, and existing subway, are in reasonable condition

Ability / 'straightforward-ness' of construction / timescales (+) Straight forward solution (and cost effective)


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(+) Very short construction time

Option 3 Lift Options A and B - New lifts to existing subway (including works to subway levels) Ease of station management (during & after construction) (+) Once constructed the lift will require minimal day-to-day maintenance other than cleaning

(-) Will cause major disruption during construction and will probably result in the closure of the subway. This would mean a temporary crossing would be required (temporary footbridge perhaps)

Technical compliance (+) Will provide a technically compliant solution

(-) Platform mounted lift shaft will have a visual impact on the listed station buildings due to its proximity.

(-) Although the platform based lift (option B) allows for minimum platform width, it is still constrictive to the movement of passengers.

(-) Existing subway width of 2.05m may be ‘not ideal’ following pedestrian flow surveys/analysis

(-)It would require a connecting corridor on both sides which could reduce passenger’s perceived security and well being.

Minimal environment disruption / low neighbourhood impact (-) Substantial excavation required to form the lift shaft and lower level lift lobbies – production of waste material

(-) Noise and vibration likely during construction (problematic during night possessions)

Ease of use (accessible route for everyone) (+) Highly accessible

(+) Very easy to use

Ability / 'straightforward-ness' of construction / timescales (-) Complex construction requiring substantial temporary works (earth support), and constant monitoring of nearby tracks. Large amount of possessions required to complete work (dependant on Contractor methodology)

(-) The proposed lower level lobby, on the island platform, is very close to the platform riser wall therefore almost certainly within the track support zone.

(-) Relatively long construction process due to the need for possession working and temporary works requirements

(-) Existing subway floor levels require alteration due to non compliant gradients – this may unearth unforeseen structural issues, and potential ground water problems, when excavating in the subway. Extensive ground investigations would be required as part of GRIP 4 designs.

(-) Substantial risk of damage to the listed station buildings during construction due to deep excavations and undermining of foundations/structures.

(-) Permanent alterations will be likely to the sub structure of the grade II listed station buildings. Canopy structures will also be undermined thus requiring further support. Inherent risk of permanent damage to the buildings.

(-) Diversion of platform drainage almost certain – to be confirmed at GRIP 4 stage following GI surveys.


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Option 4 Lift Options A and C - New lifts to existing subway (including works to subway levels) Ease of station management (during & after construction) (+) Once constructed the lift will require minimal day-to-day maintenance other than cleaning

(-) Will cause major disruption during construction and will probably result in the closure of the subway. This would mean a temporary crossing would be required (temporary footbridge perhaps)

Technical compliance (+) Will provide a technically compliant solution

(+) Due to the lifts being contained within the station buildings there will be minimal visual impact on the listed station.

(-) Existing subway width of 2.05m may be ‘not ideal’ following pedestrian flow surveys/analysis

(-)It would require a connecting corridor on both sides which could reduce passenger’s perceived security and well being.

Minimal environment disruption / low neighbourhood impact (-) Substantial excavation required to form the lift shaft and lower level lift lobbies – production of waste material

(-) Noise and vibration likely during construction (problematic during night possessions)

Ease of use (accessible route for everyone) (+) Highly accessible

(+) Very easy to use

Ability / 'straightforward-ness' of construction / timescales (-) Complex construction requiring substantial temporary works (earth support), and constant monitoring of nearby tracks. Large amount of possessions required to complete work (dependant on Contractor methodology)

(-) The proposed lower level lobby, on the island platform, is very close to the platform riser wall therefore almost certainly within the track support zone.

(-) Relatively long construction process due to the need for possession working and temporary works requirements

(-) Existing subway floor levels require alteration due to non compliant gradients – this may unearth unforeseen structural issues, and potential ground water problems, when excavating in the subway. Extensive ground investigations would be required as part of GRIP 4 designs.

(-) Substantial risk of damage to the listed station buildings during construction due to deep excavations and undermining of foundations/structures.

(-) Permanent alterations will be likely to the sub structure of the grade II listed station buildings. Canopy structures will also be undermined thus requiring further support. Inherent risk of permanent damage to the buildings.

(-) Diversion of platform drainage almost certain – to be confirmed at GRIP 4 stage following GI surveys.

Option 5 New footbridge (with roof) with lifts and stairs to southern end of station buildings Ease of station management (during & after construction) (-)Disruption to station operations during construction (noise and work segregation)

(-) Will require routine maintenance of lifts, regular cleaning, security checks etc

(-) Higher level of maintenance compared with an uncovered bridge – collection of pigeon droppings, cleaning of windows, associated roof and gutter maintenance etc


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(+) Solution would allow completely unaided access to all station facilities, in turn increasing safety and relieving station staff of escorting people over the barrow crossing

Technical compliance (+) Provides a compliant route to all station facilities

(+/-) Lifts, stairs and footbridge to be sized to be fully compliant with the stations pedestrian flow (surveys at later design stages) – these will obviously be limited by available space

Minimal environment disruption / low neighbourhood impact (-) Noise and vibration likely during construction

(-) Excavation (with waste material) will be required for footbridge foundations and lift pits

(-) Visual impact on grade II listed buildings – style of structure and type of materials to be agreed with all relevant parties (including the Local Authority / Conservation)

(+) Footbridge should not overlook any surrounding housing (to be confirmed at further design stages)

Ease of use (accessible route for everyone) (+) Ideal solution - very easy for passengers to use

(+) The subway would remain open for use once footbridge is open – this increases capacity of pedestrians and gives an alternative crossing option resulting in shorter walking distances.

Ability / 'straightforward-ness' of construction / timescales (-) Medium/long timescales – would require fairly extensive preliminary work (including power supply assessment/installations), involvement of specialist lift installers, commissioning time etc. Some possession work will be required

(+) A substantial proportion of work could be carried out during normal hours

(-) Fairly restricted access to site due to adjacent car park structure – would require materials being brought to site on track or craneage over the station buildings.

(-) Will likely require alterations to existing OLE equipment – extent and cost of this to be confirmed following GRIP 4 surveys.

Option 6 New footbridge (uncovered) with lifts and stairs to southern end of station buildings Ease of station management (during & after construction) (-)Disruption to station operations during construction (noise and work segregation)

(-) Will require routine maintenance of lifts, regular cleaning, security checks etc

(+) Relatively (to a covered bridge) low level of maintenance. As the bridge is open to rain a certain level of ‘self cleaning’ is achieved.

(+) Solution would allow completely unaided access to all station facilities, in turn increasing safety and relieving station staff of escorting people over the barrow crossing

Technical compliance (+) Provides a compliant route to all station facilities

(+) Lifts, stairs and footbridge to be sized to be fully compliant with the stations pedestrian flow (surveys at later design stages) – these will obviously be limited by available space

Minimal environment disruption / low neighbourhood impact (-) Noise and vibration likely during construction

(-) Excavation (with waste material) will be required for footbridge foundations and lift pits


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(-) Visual impact on grade II listed buildings – style of structure and type of materials to be agreed with all relevant parties (including the Local Authority / Conservation). The visual impact of an uncovered bridge is less than that of the covered option.

(+) Footbridge should not overlook any surrounding housing (to be confirmed at further design stages)

Ease of use (accessible route for everyone) (+) Ideal solution - very easy for passengers to use

(+) The subway would remain open for use once footbridge is open – this increases capacity of pedestrians and gives an alternative crossing option resulting in shorter travelling distances.

Ability / 'straightforward-ness' of construction / timescales (-) Medium/long timescales – would require fairly extensive preliminary work (including power supply assessment/installations), involvement of specialist lift installers, commissioning time etc. Some possession work will be required

(+) A substantial proportion of work could be carried out during normal hours

(-) Fairly restricted access to site due to adjacent car park structure – would require materials being brought to site on track or craneage over the station buildings.

(-) Will likely require alterations to existing OLE equipment – extent of this to be confirmed following GRIP 4 surveys.

(+) Network Rail Standard Design shown in options drawings - if used it would mitigate possible risks from bespoke design. Contractors have experience of constructing these types of bridge.


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7. Capital cost estimates (2013 prices) 7.1 Obstacle-free route The project manager’s baseline cost estimate for the options evaluated in the workshop are given below. The procurement route assumed for this project is ‘design and construct’. Option 1 Do nothing -

Option 2 Improve existing access routes

Option 3 New lifts to existing subway – Lift

Options A and B (incl barrow crossing removal, subway alterations, refurbishment work to the station buildings and provision of temporary footbridge)

Option 4 New lifts to existing subway – Lift

Options A and C (incl barrow crossing removal, subway alterations, refurbishment work to the station buildings and provision of temporary footbridge)

£3,295,572

(includes a 20% uplift based on

early GRIP stage estimate)

Option 5 New footbridge with stairs and

lifts to southern end of station buildings (With Roof). This includes barrow crossing removal and architectural cladding.

Option 6 New footbridge with stairs and

lifts to southern end of station buildings (Uncovered – based on NwR standard design – NR/CIV/TUM/400). This includes barrow crossing removal and architectural cladding.

£3,143,982 (includes a 20% uplift based on

early GRIP stage estimate)


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7.2 Discretionary scope Platform edge tactile paving Platform 1 & 2 – APPROX 550m £47,457

Access to SFO facilities

Ramp access to Platform 2 waiting room Level out floor of doorway between ticket hall and platform 1

Access to station retail facilities

No scope proposed. -

Removal of Redundant Assets

No scope proposed. -


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8. Option selection Op

Option selected for obstacle-free route 6

Summary explanation for choice

It is noted that the main two options for an obstacle free route via a new footbridge or via the subway would both involve major civil engineering works. The subway option would require substantial temporary works including a temporary footbridge. In addition the subway temporary and permanent works would require works in the track support zones, and relative to the bridge option would involve far greater cost, project risk and major risk to the listed buildings. A new footbridge with lift and stair access is the most comprehensive solution to provide a fully accessible station. It is seen that an uncovered footbridge would have less visual impact on the adjacent listed station buildings. The appearance of the structure, and materials used, is to be confirmed at GRIP 4 stage following discussions with the local authority. It is noted that the distance via the uncovered barrow crossing from the point on the platform by the open entrance by the subway to a corresponding point on the downside platform is approx 215m (162m of this is uncovered), whereas the corresponding distance via the bridge would be 160m, 50m of which would be uncovered. This option would cause minimal disruption when compared with optional lift installation works to the subway.

Platform edge tactile paving Include in project? Network Rail Client initials

Access to SFO facilities Include in project? Network Rail Client initials

Access to station retail facilities Include in project? Network Rail Client initials N/A

Removal of redundant assets Include in project? Network Rail Client initials N/A

In summary the Option 6 works consist of; The construction of a new footbridge with lift and stair access. This is to be located to the south end of the station buildings, immediately adjacent to the car park structure (to the back of platform 1). The works would include alteration to the platform lighting, CCTV etc and would also likely require a power upgrade to facilitate the new lift installations (TBC at GRIP 4 stage).


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9. Constructability statement. The selected option is the ideal solution for a fully accessible station. Works would require fairly extensive preliminary work (including power supply assessment/installations and all surveys required for design), involvement of specialist lift installers, commissioning time etc. Much of the initial surveys/assessments could be carried during normal working hours. Much of the installation work could be carried out during normal day time hours. Some night possessions will be required. There is restricted access to the proposed footbridge area making excavation and possible piling works difficult. Wide use of cranes will be likely to handle plant and materials. Methodologies will be required from Contractor at later stages. Ground investigation information is available for the recently installed car park structure. This is immediately adjacent to the proposed footbridge location. The results of this indicate firm to stiff (to very stiff at points) clay starting at approx 1m below car park ground level - dependant on structure support type, pad foundations may be possible (i.e. no piles). Existing Overhead Line Equipment will need to be surveyed at GRIP 4 stage to confirm extent of alterations required (if any). From visual inspection the catenary wire appears to be very high and may need lowering to go under the bridge. Dependent on the findings of the surveys the contact wire may also require lowering – if required stove pipes can be fitted to the underside of the bridge to suspend/restrain the wires. The return conductor wire may also require adjustment to ensure statutory clearances to proposed structure are met (although it is believed that the RC is insulated). Although this site creates some access challenges, a footbridge is still seen as a viable and preferred option.


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10. Consultation The following representatives have been consulted during the option selection process: Organisation – Title Name Attended

workshop Network Rail – Project Manager Sarah Wharton Attended site visit Network Rail – Scheme Project Management Krista Varley Attended site visit Network Rail – Commercial Scheme Sponsor Jon Kelly Attended site visit Network Rail – Project Engineer (Civils) Steve Smith Attended site visit Cumbria County Council Consulted by Sponsor Eden District Council Consulted by Sponsor Virgin Trains Consulted by Sponsor Railway Heritage Consulted by Sponsor Rory Stewart MP Consulted by Sponsor Eden Access Forum Consulted by Sponsor


Appendix A – Drawings of current station & options BDG0244-DRG-A001-A01 Site Location BDG0244-DRG-A002-A01 Existing Topographical Survey BDG0244-DRG-A003-A01 Existing Access Routes BDG0244-DRG-A004-A01 Footbridge, stairs and lift Options 1 of 2 BDG0244-DRG-A005-A01 Footbridge, stairs and lift Options 2 of 2 BDG0244-DRG-A006-A01 Lift Only Options


Appendix B – Station Photographs (Please ignore all date stamps on photographs – these are incorrect)

1 - Main entrance, double doors & step free

2 – Secondary entrance to frontage of station. Access directly through to platform 1 and stairs to subway.

3 – Car park to station front. Drop off point.

4 – Disabled parking directly in front of the main entrance. Drop kerbs allowing step free route.

5 – Ticket window in ticket hall.


6 – Ticket machine in ticket hall

7 – Double doors from ticket hall on to platform 1. Inward opening.

8 – Step free but un-level threshold at doorway from ticket hall to platform 1.

9 – Disabled toilet located on platform 1.

10 – Ramp, located at the north end of platform 1, down to the barrow crossing. Locked gate. Reasonable condition. Gradient appears compliant.


11 – Barrow crossing. Uneven transition from bottom of platform 1 end ramp onto the crossing panels. Crossing panels in reasonable condition.

12 – Pathway from barrow crossing back to the north end gate of platform 2.

13 – Stairway from main station building (platform 1) down to subway. Tread average 300mm, riser average 150mm. Stair nosings correctly coloured (contrasting).

14 – Centre of subway looking back toward platform 1 stairs. Level floor directly under track bed, non compliant ramped floor back to foot of stairs (shown paved). Note water ingress. Width of subway 2.05m.

15 – Platform 2 stairway down to subway. Tread average 290mm, riser average 160mm.


16 – Landing in platform 2 stairway down to subway.

17 – View from foot of platform 2 stairs looking east through the subway. Sloping floor level in stone pavers. Note head room under the track bed bulkhead measures approx 2.18m.

18 – Help point located on the platform 2 entrance to the subway stairs.

19 – Platform 2 end gate (locked), footway beyond leading to barrow crossing.


20 – Doorway to waiting room off platform 2. Single step.

21 – Doorway, from the same waiting room, on to platform 3 is kept locked.

22 – Area between back of platform 1 and car park structure – possible location of footbridge support, lift shaft and stairs.

23 – Plat form 2 directly opposite car park structure adjacent to platform 1 – possible location of footbridge support, lift shaft and stairs. Redundant platform to right of white fencing (would have served the unused bay platform) can be used.


24 – Unused bay platform (between P2 and P3, south end of station).

25 – Unused building at the south end of platform 2/3.

25 – Inside the unused building at south end of platform 2/3. Possible location for liftshaft down to subway level.

26 – North end of Platform 1 buildings. Possible lift shaft location either to the gable end of the building or within the building (currently Gents toilet).


27 – Platform 3 – tactiles present. Dished drainage channels against buildings.

28 – Platform 2 – no tactiles.

29 – Platform 1 – no tactiles.

30 – South end ramp of platform 3 overlooking redundant bay platform area. This could be utilised as a small site compound / storage area for construction works (located very close to proposed position of footbridge)


Appendix C – MARLIN plan showing boundaries (Not to scale)

DfT ‘Access for All’ Programme GRIP 3 Penrith Station Option Selection Report

Appendix D – Additional project information

Factors that should be considered as part of GRIP Stage 4

The existence of the following station features may influence construction methodology.

Multi-modal interchange outside of the station No Taxi rank outside of the station No ‘Special events’ (e.g. sports, markets) held in the vicinity of the station No Retail units (TOC or Spacia) No Posters and billboards No Cycle storage facilities No Car park Yes Stand-alone passenger waiting shelters No Operational staff accommodation No

High probability that the project scope will need to include discretionary enabling works

An application for Listed Building Consent. Yes An application to divert or close a public right of way. No A detailed assessment to determine the extent that signal sighting is affected by the project. Yes A detailed assessment of the power supply load currently available and required by the project. Yes A detailed investigation to identify the purpose and ownership of station cabling. Yes A detailed investigation to identify the availability of CCTV transmission facilities. Yes A detailed investigation to identify the source of water ingress. No A detailed investigation to identify the presence of asbestos. TBC

High probability that the project will affect permanently the following infrastructure on or about the station.

Driver Only Operation [DOO] systems (CCTV cameras, cabling, mirrors) TBC Customer Information Systems [CIS] No Cableways / troughing / conduit runs (beneath the platform) TBC Cableways / troughing / conduit runs (fastened to existing structures) No Electrical switchboards or switch cupboards Yes Railway signalling equipment TBC Any line-side cabling No Overhead Line Equipment (OLE) TBC Safety / boundary fencing Yes Car park spaces No

High probability that following infrastructure will need to be temporarily modified, moved or protected during the construction phase.

Driver Only Operation [DOO] systems (CCTV cameras, cabling, mirrors) TBC Customer Information Systems [CIS] No Cableways / troughing / conduit runs (beneath the platform) TBC Cableways / troughing / conduit runs (fastened to existing structures) No Electrical switchboards or switch cupboards Yes Railway signalling equipment TBC Any line-side cabling No Overhead Line Equipment (OLE) TBC Safety / boundary fencing Yes Car park spaces Yes


Appendix E – Viability survey

STATION VIABILITY CHECK Station: Penrith (North Lakes) Station

Address: Reviewed by; Sam Parker

Ullswater Road Penrith Cumbria CA11 7JQ

Date of Review; 26/04/2013

TOC Virgin Trains

Station Type and general description: Penrith (North Lakes) Station serves the town of Penrith in Cumbria. It lies on the West Coast mainline and is served by the Virgin Trains service. The grade II listed station building(s) is a single storey structure of red stone with stone mullioned and transomed windows. There are 3 platforms. These have traditional brick riser walls and appear to be solid fill. The station was built circa 1846 by Sir W Tite for the Lancaster and Carlisle Railway.

SVC Ref.

Issue Notes Comments and Observations Photograph

1.1

Is the Station convenient to; A public highway? Public transport? Car parking?

Which is the disabled visitors most appropriate way to commute to the Station

The station is located off a public highway There is a taxi rank to the station front There is station parking available to the front (with 4 accessible places), and a double deck car park immediately adjacent to the station buildings The nearest bus stop is at the front of the station. The X4 and X6 operate high frequency services to Keswick and West Cumbria.

1.2 Is the approach route free from kerbs?

Is there a kerb free route for wheel chair bound visitors or consider creating drop kerbs

Yes 4

1.3 Is the entrance easy to find and clearly distinguishable from the façade?

The entrance to the station is clearly visible and easy to find

1.4

Are any of the entrances or openings wide enough? Are there clear openings for wheel chair users?

1000mm for new doors, minimum of 775mm for existing doors. Newly fitted doors should be 800-825mm wide

The front entrance (step free) comprises double doors. Doors through to platform 1 from ticket hall are double doors.

1, 2, 7, 8


1.5 Is there a level threshold to any of these entrances?

If unavoidable, a temporary ramp may be necessary

The entrance door threshold is level The doorway to platform 1 from the ticket hall is step free but slightly uneven

1, 8

1.6 Describe existing Route to Platforms:

From front door from Booking Area Steps up or down Ramps up or down

Main entrance to ticket hall and on to platform 1. Main entrance to ticket hall, through on to platform 1, walk north to subway entrance, steps into subway to cross to platform 2 (up steps). Main entrance to ticket hall, through on to platform 1, walk to north end of platform 1 through locked gate, down end ramp and across the barrow crossing to platform 2. All the above with the exception of accessing the station vis the secondary entrance (leads directly to the head of the subway stairs)

All

1.7 Is there a ramp or stairs at every change level?

Is this practical. Can an alternative wheelchair route be planned? Can a temporary access ramp be made available?

Stairs down to subway from both platforms Non compliant ramped floor within subway No alternative wheelchair route other than over the barrow crossing

10, 13, 14, 15, 16, 20

1.8 Is the ramp wide enough and suitably graded?

Ramp width: 1.5m Minimum

Subway width 2.05m (non compliant gradient to sloping parts of subway floor). Platform end ramp to barrow crossing appears compliant and approx 2m wide.

10, 14, 17

1.9 Are there suitable hand rails on both sides of the steps or ramps?

Hand rails to be 900mm to 1000mm high.

Handrails to steps down to subway No handrails within the subway

13, 15, 16

1.10 Consider tripping hazards. Are there planters/bins and other low level objects in the vicinity of stair cases

No -

1.11 Is the lighting adequate?

Lux levels to be taken during further design stages to confirm adequacy of existing platform and subway lighting New lighting required for new compliant footbridge, stairs and lifts (this will also require alterations to existing station lighting)

-

1.12 Is there an existing footbridge?

Describe structure type, is there sufficient space adjacent to fit lifts without affecting other structures

No -

1.13 Is there a subway route towards Platforms?

Describe structure type, is there sufficient space adjacent to fit lifts without affecting other structures

Yes. Subway joins platform 1 with island platform. Stepped access from both sides Inclusion of lifts will affect existing platform structures – these would require protection/temporary support etc

13, 14, 15, 16, 17


1.14 Will engineering be required to provide a step free route to the platform?

Yes. -

1.15 Are facilities step free?

Ticket Sales Waiting rooms Lavatories Station Trading

The entrance to the station and ticketing window are step free. There is an accessible (disabled) toilet located on platform 1. There is stepped access to the waiting room on platform 2

1, 5, 6, 9, 20

1.16 Are the platforms fitted with tactile paviors and markings?

Only Platform 3 has tactile paving to the rear of the copers. All platforms have white lines along the front of the copers. Platform 1 and 2 have a yellow warning line along their full lengths.

27, 28, 29

1.17 General Observations?

OLE/ third rail Fast line speed More than one TOC Nearest Accessible station

OLE is present at the station Max line speed through station – 95mph (for class 390 tilting train) Nearest Accessible station is Carlisle Station

23

1.18 Having reviewed the station, what is the recommendation for a step free solution?

Lifts through subway Lifts from footbridge New footbridge and lifts Use of ramps as alternative to steps

New footbridge with lifts and stairs placed to the southern side of the station buildings.

22, 23


Appendix F – Electrical report

BDG York - Report

Project No: BDG0244 Date: 27th June 2013

NETWORK RAIL

LONDON NORTH EASTERN TERRITORY

Penrith Station

AFA Options Selection –

Electrical Report

Document reference:

BDG0244-REP-M&E-001

Building Design Group Infrastructure Projects Buildings & Civils

Hudson House

Floor 3A

Toft Green

York, YO1 6HP

Document Control Sheet

Project Name: Penrith Station

Project Number: BDG0244

Document / Report Title: AFA Options Selection – Electrical Report

Document / Report Number: BDG0244-REP-M&E-001

Issue Status/Amendment Prepared Reviewed Approved

Name:

G HInsley

Name:

S Parker

Name:

C Kelly

Issue 001

Signature:

Date: 27th June 2013

Signature:


Signature:


Name:

(print)

Name:

(print)

Name:

(print)

(Enter Details of

Amendment)

Signature:

Date:

Signature:

Date:

Signature:

Date:

Name:

(print)

Name:

(print)

Name:

(print)

(Enter Details of

Amendment)

Signature:

Date:

Signature:

Date:

Signature:

Date:

Name:

(print)

Name:

(print)

Name:

(print)

(Enter Details of

Amendment)

Signature:

Date:

Signature:

Date:

Signature:

Date:


Document Title: AFA Options Selection – Electrical Report

Doc ref: BDG0244-REP-M&E-001

Issued: 27th June 2013 - i -

Contents

1. Problem Statement and Background Information ............................................................1

2. Summary of Remit Requirements.......................................................................................2

3 Building Design Group Proposal........................................................................................3




Issued: 27th June 2013 - 1 -

1. Problem Statement and Background Information

Penrith Station is located on West Coast Main Line ELR CGJ7 at 51miles 440yards. The

station forecourt is situated off the A592, Ullswater Road, Penrith CA11 7JQ. The station

has two platforms orientated approximately on a North South alignment. Platform 1 is a

facing platform located to the east and Platform 2/3 an island platform between the down

and down slow lines. The main station entrance and buildings are to the rear of Platform 1.

To the south of the station entrance are the Ladies toilets, Ticket hall and Waiting Room,

Staff mess area including staff toilets and a store. To the north of the station entrance are

the Male toilets. On the island platform there is a waiting room and various unused ‘store’

rooms. There is a canopy to both platforms 1 and 2. There is a subway below the up and

down main lines linking the two platforms with the access from platform 1 at the entrance to

the station and on platform 2 between the buildings. To the north of the station is a barrow

crossing. A two storey car park has recently been built to the south of the station forecourt

and the main station buildings behind platform 1.

The main electric intake point is to the right hand side of the main entrance at the top of the

subway stairs in a locked cupboard. We are informed that the supply was recently upgraded

to provide additional capacity for the new two storey car park but this has not yet been

verified.





2. Summary of Remit Requirements

At present station staff have to escort disabled people across the barrow crossing to access

and egress Platform 2 as the subway has steps and there is no ramped bridge or lifts. The

remit is to provide an options report for an unobstructed ‘accessible route’ from at least one

station entrance and all drop-off points associated with that entrance, to each platform and

between platforms served by passenger trains.





3 Building Design Group Proposal

There are two main options proposed by the design team. One is to provide a bridge with

stairs from Platform 1 to Platform 2 with lifts accessible to and from the platform to the

bridge. The second option is to provide lifts to and from the platform to the subway with

alterations to the subway stairs to accommodate the lifts and lift lobbies.

For the bridge and stairs option additional lighting would be required for the bridge and

stairs but this would have very little impact on the existing electrical supply capacity.

For the lifts to and from the subway option additional lighting and emergency lighting would

be required to the lift lobby areas and the lighting to the subway and stairs would be

required to be upgraded. This would have little effect on the existing electrical capacity.

Mechanical work would possibly be required for this option but there is water and drainage

to the area proposed for the new male WC (if lift option C is selected) and point of use water

heater could be utilised for hot water services.

For both options the installation of two lifts will impact on the electrical supply capacity as a

standard Network Rail specified lift requires a 63A three phase supply (50A three phase

supply running current) a total increase in supply capacity of approximately 100kVA.

Load monitoring should be carried out at the station to determine the actual running load

and the available spare capacity, if any. As spare capacity on the DNO Network is not

always available an application should then be forwarded to the DNO for an increase in

capacity and a budget quote to provide same. If sufficient spare capacity is not available the

DNO may charge for a new substation which is an average cost of approximately between

£60,000 and £100,000.

Additional CCTV coverage would be required for both options to cover lifts, lift lobbies and

the bridge if installed.


Appendix G – Buried Services information (including archive drawings) Below are some screen shots of archive drawings of some of the areas discussed in this OSR document.

Highlighted in the above is the proposed area for the new footbridge. As can be seen, there used to be a tank house in this location so it expected that some old unused pipework etc may still be present in this area. Also note drainage in platform picking up canopy downpipes – outfall from the station is located to the northern end of the station buildings.


Above shows the subway and the surrounding areas where possible lift shafts can be placed. It appears that the canopy and platform drainage on platform 1 outfalls into track bed drainage which in turn discharges into the main line running below the subway. This leads to the main outfall manhole (circled in red) which links to the town sewer system. INCLUDED IN THIS APPENDIX IS A FULL BURIED SERVICES SEARCH. NOTE: FURTHER SURVEYS SHOULD BE CARRIED OUT AT SINGLE OPTIONS STAGE TO DETERMINE SERVICES IN THE AREA OF THE CHOSEN OPTION. IT IS ENVISAGED THAT THIS WILL INCLUDE TRIAL HOLES / SLIT TRENCHES ACROSS THE AREAS TO PICK UP SEVICES (IT IS LIKELY THAT THIS WILL BE DONE IN CONJUNCTION WITH GROUND INVESTIGATION WORKS).


Appendix H – Examples of footbridges, lifts and stairs (from completed AFA schemes) to be considered at GRIP 4 stage. Cheadle Hulme Station.

This is a Warren truss type bridge span with roof and partially enclosed parapets (part glazed, part open mesh). The Lift shafts were brick clad and the stairs included a roof to match. A Typical cross section of the bridge span is shown below.


Audley End Station

This is a Vierendeel type bridge span with roof and partially enclosed parapets (part glazed, part open mesh). The Lift shafts were brick clad and the stairs included a roof to match. A Typical cross section of the bridge span is shown below.


Prestatyn Station

This is a ladder beam type bridge deck span with fully glazed parapets. This is a fully open footbridge (no roof). Stairways incorporate matching glazed panels and ‘goalpost’ style lighting. Lift shaft to island platform is clad with brick (to the lower part) and flat metal cladding to the upper. See typical section through bridge deck, and elevation of lift shaft, below.


Pitsea Station

This is a U-frame type bridge deck span with partially glazed parapets. The bridge has no roof and incorporates ‘goalpost’ style lighting. Lift shafts are clad with brick (to the lower part) and flat metal cladding to the upper. See typical section through bridge deck, and elevation of lift shaft, below.


Marple Station

This U Frame open footbridge is based on Network Rail Standard Design drawings. This type of uncovered footbridge has been shown on the option drawings accompanying this report and is considered the favourable option.


Appendix I - Eden District Council Conservation Area map


Appendix J – Stakeholders correspondence (letters of support)

Cumbria County Council Eden District Council Rory Stewart OBE (Member of Parliament for Penrith and The

Border) Virgin Trains Railway Heritage Eden Access Forum

Town Hall, Penrith, Cumbria CA11 7QF Tel: 01768 817817

Fax: 01768 890470

www.eden.gov.uk Mr P G Foote BA Solicitor Director of Corporate and Legal Services

Your Reference: Our Reference: PF/KE Enquiries to: Paul Foote Direct Dial: (01768) 212205 Email: [email protected] Date: 13 September 2013

By email [email protected]

Mr J Kelly Network Rail

Dear Mr Kelly

Penrith Station

Thank you for the documents which you forwarded to the Council relating to the proposals to improve accessibility at Penrith Station. The Council is most supportive of enabling better access for passengers to the Station and in particular for those who wish to travel north. The draft Option Selection Report has been considered by various Members and Officers of the District Council. The considered opinion is that Option 6 is to be preferred. Option 6, as you are very much aware, relates to the provision of a new uncovered footbridge with lift and stairs to the southern end of the station buildings. It does appear that this option will provide a solution which is particularly accessible for all passengers. The option will provide minimal disruption particularly when compared with other installation works for the reasons which are set out in the report itself.

The Council, through its various Members, have wished to secure greater accessibility at the Penrith Railway Station and it is hoped that this option can be pursued and completed relatively quickly. The Council would wish the services which are provided at the Penrith Station to be improved and enhanced and it may be that other facilities could be provided at the Station to enhance what is available for passengers. Yours sincerely

Paul Foote

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