MTM REQUIREMENTS METROPOLITAN TRAIN MAINTENANCE DEPOT

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1 Approval Amendment Records Approval Date Version Description 14/11/ Initial Version Disclaimer Metro Trains Melbourne makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by Metro Trains Melbourne. Metro Trains Melbourne accepts no liability whatsoever in relation to the use of this document by any party, and Metro Trains Melbourne excludes any liability which arises in any manner by the use of this document. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 1 of 15

2 Table of Contents 1 Purpose Scope Policy Framework Abbreviations Definitions References and Legislation Responsibilities Safety and Environmental Functionality Train Maintenance Depot - Overview Train Maintenance Facilities Train Exchange Components and Consumables Train Maintenance Depot Safety Maintenance Depot Offices and Amenities Workshop facilities Signalling Control and Facility Security Train Stabling Facilities Under-floor Wheel Lathe Train Wash Heavy Internal Cleaning Facilities Operating Principles Civil Works Industrial Electric Supply PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 2 of 15

3 24 Traction Power Supply Communications Electrolysis Mitigation and Rail to Earth Potential Emergency Management Car Parking Related Documents PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 3 of 15

4 1 Purpose To define the requirements for the design and construction of maintenance depots for electric trains of the Melbourne metropolitan railway. 2 Scope This Requirements Document applies to the design and construction of all new maintenance depots to be provided for the metropolitan railway. The Requirements Document applies to works on the Infrastructure Lease and to works undertaken on other land which are intended to expand or enhance the maintenance of the train fleet and the provision of passenger services and to form part of the Infrastructure Lease. The maintenance depot may be designed and constructed as a stand alone facility with minimum stabling. It may also include expanded stabling tracks, an external train wash, an under-floor wheel lathe and heavy internal cleaning facilities. This Requirements Document does not apply to workshops and train storage yards. The provisions of this Requirements Document are mandatory. This Requirements Document takes precedence over other documents relating to the design, construction and operation of Train Maintenance Depots. 3 Policy Framework The location, functionality, design and construction of train maintenance depots shall conform to the policy framework applying to the operation of the metropolitan railway. The key items to be addressed are: Group Operations the metropolitan railway is operated as a set of independent railways, each with its own trains and operating characteristics. Inter-working between the line groups is minimal except as required for special traffic and maintenance works. Train versus Unit Operations The passenger demand requires most services to be operated by 6 car trains. Unit operations (3 car) trains are minimal. Train Length- The current trains are approximately 142m in length. The State proposes to adopt a new standard train length of approximately 158m for the next generation of trains and to protect where practical, the option of trains of up to 220m. Train Type The intention is that one class of train shall provide all services on one line group. The fleet composition may not enable this objective to be realised and a contingency for more than one class of train at a depot may need to be considered. Maintenance Capability The maintenance depot shall have the capability to perform all of the first level maintenance on the class(es) of train allocated to the depot. Overhauls, refurbishment and repairs are to be performed elsewhere. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 4 of 15

5 Stabling Consolidation Stabling for the network is to be consolidated into large complexes as the train services require with the appropriate security. Wheel Management A policy of active wheel and rail interface management shall be applied with wheel profile being maintained and wheel damage rectified promptly. One under-floor wheel lathe is to be provided for each line group. 4 Abbreviations MTM Metro Trains Melbourne CCTV Closed Circuit Television 5 Definitions Infrastructure Lease Has the meaning as in the Franchise Agreement 6 References and Legislation The train maintenance depot shall be designed and constructed in accordance with this Requirements Document and relevant MTM Requirements Documents and Australian, Rail Industry Standards. The design and construction of the facility shall comply with all legislative requirements and codes. MTM Requirements Documents Document Number L1-CHE-STD-001 L1-CHE-STD-004 L1-CHE-STD-006 L2-INF-SAS-002 Title MTM Requirements Metropolitan Train Stabling MTM Requirements Traction Substation & Tie Stations MTM Requirements Spares for New Assets Supply & Manufacture Requirements Specification for Railway Ballast Rail Industry Standards Document Number Drawing No F598 Revision D, Title PTC Standard Drawing Track Formation & Ballast for Open Single Track Construction PTC Standard Heavy Rail Track Construction Standard Part B, Version 1.3 (1997) PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 5 of 15

6 Document Number Title PTC Train Overhead Design Standards for the Electrification of New Routes, Issue five (1997) PTC Train Overhead Design Standards for the Construction of New Railway Overhead Works, Issue Three (1997) PTC Train Overhead Design Standards for the Rehabilitation of Existing Routes Issue Three (1997) VRIOGS X Guidelines for CCTV Development VRIOGS 001 Structure Gauge Envelopes VRIOGS Track Bonding, Track Circuit Connections and Traction Interfaces VRIOGS 012 Series for Signalling Australian Standards Document Number AS 1657 Title Fixed Platforms, Walkways, Stairways & Ladders Design, Construction & Installation AS 4292 Railway Safety Management AS 3000 Electrical Installation (Known as the Australian/New Zealand Wiring Rules) PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 6 of 15

7 7 Responsibilities The persons nominated in the following table shall be responsible for the specification, design and construction of the Metropolitan Train Maintenance Depot. Functional Area/Activity Responsible Person Responsibilities Comments Train Maintenance Manager Train Maintenance Sizing of maintenance facility Input to the design process Stabling yard Operations Manager Sizing and track layout Input to the design process Wash Plant Manager Train Maintenance Specification of throughput Input to the design process Under floor wheel lathe Manager Train Maintenance Specification of throughput Input to the design process Drivers and Operations management Operations Manager Sizing Input to the design process Design and Construction Project Manager Delivery of depot to scope, schedule, quality and cost Overall Approval Manager Network Planning and Development Approval of depot project as a whole through development to operation To sign the project scope prior to commitment to construction 8 Safety and Environmental Safety and risk assessments shall be undertaken for the project, addressing all areas of specification, design, construction, operation and maintenance of the depot. The approach to the operation and maintenance of the depot shall be based on the principle of providing a safe and functional depot in so far as is reasonably practical. Where new materials or systems are to be introduced with the design and construction of the depot, the materials and systems shall be subject to type approval for use on the metropolitan train network. The design, construction and operation of the depot shall comply with the MTM Environmental Management Plan. 9 Functionality The maintenance depot shall deliver the functionality described following and in accordance with the details of L4-CHE-FOR-008. For the purpose of this Requirements Document, the depot is defined as having the following components: PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 7 of 15

8 (a) (b) (c) (d) (e) (f) (g) The maintenance depot Train stabling Employee amenities Road access, parking and roadways The under-floor wheel lathe The external train wash Heavy internal train cleaning facilities. Items (a), (b), (c) and (d) are core items for a depot. Items (e) to (g) are provided where required. The design and construction of the depot and all its facilities shall be such as to ensure that all train movements, maintenance activities, cleaning and ancillary works are conducted safely and in accordance with high occupational health and safety principles. The depot shall be designed and constructed with the capability to provide maintenance for the number and types of trains given in L4-CHE-FOR-008. The depot shall have a minimum of 15 trains allocated to it. The train stabling shall be designed and constructed in accordance with the MTM Metropolitan Train Stabling Requirements Document with the capability to stable the number and types of trains given in L4-CHE-FOR-008. Staff accommodation and amenities shall be provided for the number of personnel as given in L4-CHE-FOR-008. Where an under-floor wheel lathe is required, it shall be stated in L4-CHE-FOR-008. Where an external train wash is required, it shall be stated in L4-CHE-FOR-008. Where heavy internal train cleaning facilities are required, it shall be stated in L4-CHE- FOR Train Maintenance Depot - Overview The maintenance depot shall comprise an industrial standard building capable of holding the number of trains specified in L4-CHE-FOR-008 and all equipment required for the maintenance of the trains. Office accommodation and amenities for all personnel attached to the depot, including management, maintenance and drivers is to be provided within the building. The building shall be steel framed with metal cladding or tilt up slab construction with a concrete floor. Office and amenity facilities may be provided in a second or mezzanine level. Train access to the building shall be from one end only. The building shall be fitted with doors to enable the movement of trains into and out of the building and to maintain the environment within the building. The tracks shall be tangent within the building. A minimum of three tracks, each of 215m free standing length shall be provided inside the building. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 8 of 15

9 The tracks shall be single ended and connected to the stabling area from a single lead track. Where more than three tracks are required the additional requirement shall be stated in L4-CHE-FOR-008. The tracks shall be placed within the building such that at the train entry end, there is a minimum of seven metres clearance between the end of the train and the end of the maintenance building. At the other end, a minimum of ten metres shall be provided between the end of the track and the end of the building for the movement of items exchanged on the trains during maintenance. For clarity, the minimum internal length of the building is 232metres. Maintenance activities require personnel to access the roofs of trains and for trains to be lifted for the exchange of bogies and other under-floor equipment. Trains shall be lifted by a jacking system from the building floor. The building shall be of such height to accommodate the lifting of the trains. The height shall enable the operation of cranes and the necessary equipment to provide safe access to personnel on the train roof and for the exchange of roof mounted equipment. The tracks shall be set in concrete at a gradient of zero percent. 11 Train Maintenance Facilities The facilities within the building shall provide access to all parts of the train. The facilities shall be such that maintenance can be safely and efficiently performed under, above, to the sides, ends and interior of trains in accordance with best practice and OH&S requirements. Two tracks (or more where stated in L4-CHE-FOR-008) shall be constructed with below track access which shall enable maintenance personnel to inspect and maintain the under floor train equipment. For each track, the below track access shall comprise a depressed floor area, 10.0m wide, 1.1m deep and approximately 220m long. The tracks shall be fitted with buffers. The track shall be supported on pillars with spaces at 10m intervals to enable personnel to pass under the rails to access the centrally or side mounted train equipment. Where there are two tracks side by side of this configuration, the tracks shall be at 10m centres and the depressed floor continuous between the tracks. Except between the rail gauge, ramps at a gradient of 1 in 8 maximum shall be provided between the building floor and the depressed floor for the movement of tools and components to and from the trains. Steps shall be provided within the rail gauge. Access to the roof of the train shall be provided by either fixed platforms or overhead mobile platforms which shall give access to the roof for the length of the train. Personnel access to the platforms shall be only via a safety system and at the end of the building remote to train entry. If fixed platforms are provided, a crane with the capacity to lift roof mounted equipment such as air conditioners and pantographs is to be installed. The crane shall be capable of movement from the end of the building, hoisting exchange items and travelling over the centreline of the train. If mobile platforms are provided, the crane functionality shall be integral to the platform. Access to the interior of the trains shall be provided by portable steps designed to be placed against the train cab doors on the general floor area of the building. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 9 of 15

10 One track shall be fitted with an in floor jacking system enabling the lifting of trains for the exchange of traction motors and other under floor equipment. The jacking system shall be of proven design from a reputable supplier of lifting systems for trains. The track shall also be fitted with fixed platforms or overhead mobile platforms. The track shall not be fitted with baulks or a buffer. 12 Train Exchange Components and Consumables The building shall incorporate a store for the supply of exchange components and consumables for the trains. Small items easily carried by two men will be held in a store. Larger train components shall be stored in the area between the end of the tracks and the building. Specific areas for the placement, hoisting and handling of large exchange items shall be designated and the floor line marked giving the equipment description and its status. Separate areas for used and replacement items shall be designated. Road truck access is to be provided to enable the store items to be replenished and components due for overhaul to be taken to the necessary facility. A crane is to be installed that will lift items between the truck and the floor area for the specific item. The components to be transported and the type of truck or trucks shall be as specified in L4-CHE-FOR-008. The area of the store and the number of items and the floor area for the larger items are to be as stated in L4-CHE-FOR-008. The mass of the items to be lifted are also in L4-CHE-FOR Train Maintenance Depot Safety The depot shall be designed and constructed to ensure that the movement of trains is controlled and that the safety of personnel is at all times ensured. To prevent an errant train entering the depot building, all movements of trains shall be controlled by a signal and the track designed such that the errant train is directed away from the depot. A turnout is to be provided in the single track lead between the stabling and the junction of the tracks leading to each depot track which shall form a siding. The points shall lie normal from the lead track to the siding, except when the route is called for a movement to or from the depot. Each track within the depot shall be designated as a separate work area and the safety systems built around the individual tracks. The design and construction shall ensure that the relationship between access and electrical systems and the individual work areas is clear and unambiguous. A system of interlocks shall be designed and constructed between the overhead traction system, access to the roof areas of the trains and the train jacking system to ensure the safety of personnel. Mechanical handling devices and systems shall be provided for the movement of bogies, traction motors, motor-alternators, static inverters, air conditioners and all large train components. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 10 of 15

11 14 Maintenance Depot Offices and Amenities The depot shall be provided with offices for operation and maintenance management personnel. Separate office areas for the two departments shall be provided. A sign-on and standby room shall be provided for train drivers together with change and locker rooms. Change and locker rooms shall be provided for train maintenance personnel. Separate meal rooms, one for drivers and another for maintenance personnel, and a general amenity area to accommodate the maximum number of personnel on shift at any one time at the depot, shall also be provided. The depot is to have a reception area for visitors which shall be accessible from an external public street and not require persons or vehicles to cross tracks or enter any railway operational or maintenance area. 15 Workshop facilities The depot shall have a workshop area for the adjustment and repair of minor items in support of the maintenance tasks on the trains. The workshop shall be designed for works arising and not for the systematic overhaul, refurbishment or repair of components. 16 Signalling Control and Facility Security The movement of trains within the depot environs shall be controlled from a signal box located within the maintenance building. The system shall provide to the signalman the location and the status of each train. The train status as a minimum shall indicate each train as being defective, under repair or serviceable. CCTV shall be provided as required to assist the signalman in observing train movements. The system shall as a minimum provide views of the tracks entering the facility and of the tracks entering the depot, under-floor wheel lathe, wash plant, the stabling area and any other work areas. The train maintenance depot site shall be regarded as a secure facility with access restricted to authorised personnel. Access to the site shall generally be managed from the signal box. The signalman shall have the capability to communicate with persons wishing to access the site and to open, release and secure entrances. A keyless access system shall be provided. Overall site security shall be provided by the network wide security system managed by VicTrack. The security arrangements shall parallel those applicable to stations and other similar assets. 17 Train Stabling Facilities The stabling at the site shall be designed and constructed in accordance with the MTM Metropolitan Train Stabling Requirements Document. The MTM Metropolitan Train Stabling Requirements Document for the maintenance depot site shall form an attachment to this Requirements Document. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 11 of 15

12 18 Under-floor Wheel Lathe Where specified in L4-CHE-FOR-008, an under-floor wheel lathe shall be provided. The under-floor wheel lathe shall be of proven design from a reputable supplier of underfloor wheel lathes. It shall be housed in a purpose built structure on a track designated for wheel lathe use only. The structure shall be a minimum of 30m in length or such longer dimension as recommended by the lathe supplier. The track shall be level tangent, single ended and terminate at a baulk. The track shall be of such length as to enable a 215m long train to stand either side of the wheel lathe structure clear of any fouling points, the wheel lathe structure itself and the device that moves the train over the lathe. The track, signalling and under floor wheel lathe shall be designed such that a train driver may position a train and it is directly capable of being attached to the device that moves the train over the lathe. Movements to and from the lathe track shall be controlled by signals. For the safety of the under-floor wheel lathe operator, the points to the under-floor wheel lathe track shall lie normal away from the lathe track and only be set for the lathe track with the permission of the lathe operator. Traction wiring shall not be provided through the under-floor wheel lathe structure. The structure shall include provision for all operating and maintenance devices required for the lathe and a small amenity area, including a toilet, for the lathe operator. A roadway is to be provided from the entrance to the maintenance depot site to the wheel lathe structure for heavy vehicles to access the structure to remove the swarf from the lathe. The roadway shall not cross any tracks on the site or the main line adjacent to the site. 19 Train Wash Where specified in L4-CHE-FOR-008, a train wash plant shall be provided. The wash plant shall comprise a fixed installation through which the train is driven at low speed. The train wash shall be of proven design from a reputable supplier of train wash plants capable of washing a train in a single pass through with wash and rinse modes. It shall be housed in a purpose built structure on a track designated for train wash use only. The structure shall be a minimum of 20m in length or such longer dimension as recommended by the train wash supplier. The structure shall include provision for all operating and maintenance devices required for the wash plant and a small amenity area, including a toilet, for the plant operator. There are two primary requirements for the wash plant, these being the general washing of the exterior of the trains and the washing, removal and capture of biological material following accidents and collisions. The plant shall incorporate the necessary features to ensure that the biological material is managed in accordance with best practice and legislative requirements. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 12 of 15

13 The plant shall be operable in a fully automatic mode and also may be operated in some modes manually with an attendant at the plant. The plant and the track and signalling control shall be designed and constructed recognising that an attendant may be at the plant and when this is the case, trains may not access the plant without the permission of the attendant. With an attendant at the plant, the points accessing the wash plant track are to lie away from the wash plant track until permission is given by the attendant for the train movement. Depending on the site constraints, two options exist for the location of the wash plant. As a preferred option, the wash plant may be on a track which leads from the main line to the siding area. As required, trains pass through the wash plant with it active or passive. With a train in the wash plant, simultaneous arrivals and departures between the main lines and sidings shall be possible. As an alternative, the track may be single ended and terminate at a baulk. The track shall be of such length as to enable a 215m long train to stand either side of the wash plant and clear of any fouling point. Where prevailing winds may blow wash or rinse water onto other trains or maintenance areas, wind shields shall be installed to contain the water spray to the area around the wash plant track. The plant shall use minimal water and shall treat and recycle the water in the system. The discharge from the plant shall conform to Environmental Protection Agency requirements. The wash plant shall include an area for storage of chemicals used in the plant, designed and constructed in accordance with the regulations applicable for the particular chemicals. A roadway is to be provided from the entrance to the maintenance depot site to the wash plant for the provision of chemicals and servicing of the plant. The roadway shall not cross any tracks on the site or the main line adjacent to the site. 20 Heavy Internal Cleaning Facilities Where specified in L4-CHE-FOR-008, heavy internal cleaning facilities shall be provided. The number of heavy internal cleaning facilities shall be provided on dead ended sidings as stated in L4-CHE-FOR-008. The facilities shall comprise a platform between selected sidings to provide access for cleaning and maintenance personnel to the interior of the trains together with steam cleaning equipment capable of accessing all areas of the interior of the trains. Steps shall be provided at the ends of the platforms. Platforms shall be provided to one side of a train only. Water, electric power and sewer points shall be provided as necessary to support the cleaning operations. All equipment shall be capable of reliable operation in an external environment. A small amenity area, including a toilet for cleaning staff and a storage area for seating pads, glass and interior fittings to be used in the heavy cleaning process, is to be provided adjacent to the sidings. Commercial rubbish containers and temporary storage for materials removed from the trains shall also be provided. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 13 of 15

14 The storage area shall provide for the storage of chemicals used for the heavy internal clearing of trains. The storage area shall comply with the regulations of the applicable chemicals. A roadway is to be provided from the entrance to the maintenance depot site to the amenity and storage area for the provision of materials and removal of rubbish. The roadway shall not cross any tracks on the site or the main line adjacent to the site. 21 Operating Principles The track layout and signalling arrangements for the entire train maintenance depot site shall be designed and constructed for operational efficiency. The track work shall incorporate as a minimum the following features: Simultaneous arrival and departures can be made between the main lines and the sidings area so as not to restrict main line operations. Whilst main line to and from siding movements are in operation, parallel movements are capable between the maintenance depot and a section of the sidings. Whilst main line to and from siding movements are in operation, parallel movements are capable between the under-floor wheel lathe and a section of the sidings. Whilst main line to and from siding movements are in operations, parallel movements are capable between the train wash and a section of the sidings. 22 Civil Works The entire site shall be designed and constructed to withstand a one in 100 flood event with levels as predicted in The design shall also mitigate against flash flooding disrupting the site. All structures shall be of high quality design and construction with a design and useful life of 60 years. 23 Industrial Electric Supply All the facilities at the site shall be supplied with a highly reliable industrial supply from two independent sources. A first order failure of any nature shall not be observed by the operations or maintenance personnel at the site and there shall be no impact whatsoever on train operations and maintenance. 24 Traction Power Supply The traction power supply shall be designed using the design principles applicable to main lines and sidings. The depot shall be supplied through independent 1500V DC circuit breakers. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 14 of 15

15 25 Communications A first order failure of any nature shall not be observed by the operations or maintenance personnel at the site and there shall be no impact whatsoever on train operations and maintenance. 26 Electrolysis Mitigation and Rail to Earth Potential The buildings shall be constructed to mitigate against electrolytic corrosion. Where required for protection of the 1500V traction system, structures shall be bonded to rail through spark gaps or diodes. Rails within the depot building shall be fitted with insulated rail joints at the entrance of the building. The insulated joints shall be shunted with a diode(s) to return the traction current to the network but prevent leakage of current from the rails in the depot. Lighting and power supplies for equipment to be used for the maintenance of the trains shall be either double insulated in accordance with the appropriate regulations, or supplied via isolating transformers. The neutral of the secondary of the isolating transformers shall be directly bonded to the rail. The provisions of Section 7 of AS 3000 specifically apply as for the Isolated Supply. Platforms provided for internal cleaning facilities shall be constructed of timber or like material such that rail to earth potentials does not have a current path. Construction of the platform support in steel is permissible as long as no connection between the steel and the trains or rail is possible during normal operations. 27 Emergency Management The depot and all buildings on the site shall be designed and constructed to comply with the relevant emergency management regulations. The facility shall be designed with designated emergency assembly areas for staff required to evacuate each of the buildings on the site. Movement between the buildings and the designated emergency assembly areas shall not require persons to cross main lines. 28 Car Parking Car parking for all employees on the site shall be provided in the one car park area. The number of car parks shall be sufficient to cater for the number of persons on shift and with an allowance for shift change-over. Car parking for visitors shall be provided for 6 cars. Standing areas for trucks undertaking pickup and delivery activities to the depot will be provided. Parking for trucks shall not be provided. 29 Related Documents L4-CHE-FOR-008 MTM Requirements Form Train Maintenance Depot PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 15 of 15

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