New Station Fund 2 Warrington West 25.11.16 Web Version

New Station Fund 2 (NSF2)
Application Form
Proposed Station Warrington West

Name:
Name of applicant: Warrington Borough Council
Date Submitted: 25th November 2016
Network Rail use only:
Date
Reference
Received
Please complete the following:
Contact Information
1.1
Applicant
Warrington Borough Council
organisation name:
1.2
Applicant contact
Steve Hunter
name:
1.3
E-mail: shunter@warrington.gov.uk
1.4
Telephone No.: 01925 442 684
1.5 Warrington Borough Council, New Town House, Buttermarket Street,

Address:
Warrington, WA1 2NH
1.6
Network Rail Route Enhancement Patrick Cawley, Principal Programme Sponsor
Manager / Principal Programme Sponsor (Investment Programme)
contact name
1.7
Network Rail allocated Sponsor contact Natalie Keaskin, Commercial Scheme Sponsor
name:
1.8
Train Operator(s) contact name(s): Include Sharon Keith, Regional Director, Arriva Rail
written evidence of support for the project North Ltd (Northern Rail)
from the relevant Train Operators(s).
1.9
DfT Commercial Manager: Haydon Walker, Department for Transport
(DfT) Commercial Manager- Northern/TPE
Please also provide evidence of written
correspondence about the project to the
relevant DfT Commercial Manager(s).
Revised July 2016 Page 2 Version 3

NOTE TO APPLICANTS: Evidencing Requirements
All bids and responses provided are required to be supported by sufficient, proportionate and
robust evidence. The below table sets out the recommended minimum level of evidence
required from applicants and which tabs must be completed as part of the bid submission in the
accompanying Business Case Summary spreadsheet, depending on the level of funding
requested from the New Stations Fund:
Bid size Evidence required Business Case Summary Tabs
Small bids: NSF Qualitative discussion of TAG Essential: (1) Financial Forecasts,
Funding < £1m impacts (2) AST
Medium bids: NSF Monetising where possible Essential: (1) Financial Forecasts,
Funding £1m-5m (2) AST
Desirable: (3) TEE / PA / AMCB
Large bids: NSF WebTAG or Green Book Essential: (1) Financial Forecasts,
Funding > £5m assessment (2) AST, (3) TEE / PA / AMCB

Project Overview
Include plans, maps or illustrations of the New Station
Station Name: Warrington West.
Location: South of Chapelford Urban Village at co-ordinates (X 357611 and Y

388725)
Figure 2.1.1 sets out an extract of the Northern network map which shows the
position of Warrington West Station on the Cheshire Lines Committee (CLC)
corridor between Manchester and Liverpool city centres. The station would also
benefit from direct connections to Manchester Airport.
Figure 2.1.1: Warrington West Station (Northern Network Context)
2.1
Proposed
station name
and location
coordinates
Figure 2.1.2, over the page, shows the local context of the proposed Warrington
West Station and its proximity to large existing and future areas of development
of both residential and commercial nature.
Figures 2.1.3 and 2.1.4 are photos illustrating the site of the proposed station.
The former shows the vacant site within Chapelford Urban Village where the
station building and car park are proposed. The latter shows the location on the
CLC where the station platforms, lifts and stair access are envisaged.
Chapelford Urban Village is a former US air force base where, since the late
1990’s, development of over 2000 homes has taken place. Already the village
benefits from a vibrant local centre, a Sainsbury’s supermarket, primary school
and local pub/restaurant - as well as a soon-to-be constructed health centre, all
of which is within easy walking distance of the proposed station site..
When complete, the full development will comprise of around 2200 homes.

Figure 2.1.2 – Development in West Warrington
Figure 2.1.3: Aerial view of vacant site in Chapelford Urban Village

(Picture taken above the site of proposed station building looking north. It shows how the development has
now been constructed and the remaining undeveloped land in the foreground is for the station)

Figure 2.1.4: View of station site from Skelton’s Bridge facing East
Figures 2.1.5 to 2.1.8 present illustrations of the proposed new station.
Figure 2.1.5: Warrington West Railway Station Layout

Figure 2.1.6: Station overview
Figure 2.1.7: View from the car park of station building
Figure 2.1.8: Platform elevation

Proposed station facilities, number and length of platforms, and works involved
The overall aim of the scheme is to provide an effective and attractive gateway
into West Warrington which allows easy access and integration with a range of
modes of travel. The station facility should reflect the predicted level of
passenger demand and the local setting within an established residential area
with further significant planned residential and employment growth in the local
catchment.
In summary, the following station facilities are proposed:
• 6 car platforms with passive provision for 8 cars - retained within an

existing cutting;
• Lift and stair access to both platforms via a new overbridge;
• Emergency platform access points;
• On platform shelters and customer information displays;
• Access to platforms via ground level station building;

2.2
• Station building to support a 2 shift staffed operation, including welfare
Station and toilet facilities;
facility
overview • Station building to be designed with flexible ‘open’ space for Ticket
Vending Machines (TVM) and use of ‘smart wall’ technology to show
train times and associated travel information;
• 268 space secure car park including:
o 14 disabled bays close the station building;
o Electric vehicle charging points; and
o CCTV and barrier control.
• Secure cycle parking for 50 cycles with provision for easy expansion;
• Pedestrian and cycle connections to adjacent well-developed networks;
• Bus stops and layover facilities;
• Taxi rank;
• Drop off area; and
• Service vehicle area for Train Operating Company / Network Rail use.

The above facilities are described in more detail below.
Platforms
The platforms will be located to the east of Skelton’s Bridge. The boarding
length of the new platforms will be approximately 156m, allowing for standard
24m length, six-car trains, with an overrun distance of 12m and a standard
platform width of 3m. Access will be to the rear of the platform. If, in the future,
there was a requirement to allow eight-car trains to stop at Warrington West,
there would be no constraint to extending the platform in the Warrington
direction. This may result in the platform being closer to the track curve but this
should not present any significant difficulties.
The platform will be located at the base of the cutting and, as such, there will be
a need to have retaining structures running the length of the westbound
platform. It has been assumed that these retaining walls will consist of smooth,
non-porous facing bricks with an anti-vandal finish to enable easy maintenance.
For the eastbound platform, an engineered battered slope will be utilised,
removing the need for more expensive retaining structures.
It is intended that high quality shelters will be used and positioned at the centre
of each platform. Lighting on the platforms will be designed to promote a sense
of personal safety for users. Each platform will be equipped with a help point,
as well as access to rail timetables and passenger information.
The CCTV system would also extend to the platforms and would be designed to
ensure that the privacy of neighbouring residential properties is not encroached
upon. It is intended that each platform will have the facility to be locked at night
and that lifts would be secured down to the platforms outside of train operating
areas.
It is proposed that the platform will be accessed via a combination of stairs and
lifts. The stairs will be in compliance with all relevant standards and guidance.
Following consideration of the physical constraints in this location, lifts are
deemed to be a more practical means of access to the platform level than ramps
since the extent of level difference between Skelton’s Bridge and the platforms
would require ramp lengths in excess of 130m. This length of ramp is
considered to be impractical from the perspective of an unassisted user and, as
such, lifts provide a more practical option.
The lifts will be of a standard Network Rail specification and will comply with the
DfT’s Train and Station Services for Disabled Passengers Code. WBC has
indicated their preference for the addition of a glass viewing port or glass doors
to allow an increased level of security for lift users. The lift will operate in a
through and through method and will be contained within its own lift shaft.

Pedestrian and Cycle Routes
The focus of the design concept for the station is that cyclists and pedestrians
have priority and dedicated rights of way. This principle complements the
‘Greenways’ concept that has been adopted by WBC and features in the
Masterplan for the Urban Village and wider area. The extent of the well-
developed pedestrian and cycle network in west Warrington is shown Figure
3.15.1.
Pedestrians accessing and using the station will have priority over all other
forms of transport within the station site. The detailed design will provide for
quality signage and lighting throughout the area to give safe, informed and
secure routes to the station as well as providing linkages into the wider
communities both north and south of the railway. Facilities will be provided for
cyclists, including cycle lockers and covered cycle shelters which will be in close
proximity to the station building entrance and within the area covered by CCTV.
In developing the scheme towards a detailed design, we would look to
undertake further consultation with, local cycling groups, Northern Rail (the
proposed Station Facility Operator) and also Cheshire Constabulary.
Car Parking
A 268 space car park is provided immediately adjacent to the Chapelford Urban
Village development immediately to the north-east of the station building. This
facility would include14 disabled spaces to accord with national guidance which
would be located next to the building. It is assumed that internal circulation
within the car park will be bidirectional and that the area will be provided with
high quality CCTV coverage and lighting. A parking charge of circa £1 per day is
proposed in order to encourage access to the station by sustainable modes and
to cover the ongoing maintenance and renewal costs of the car park.
Taxi Rank and Drop-off / Pick-up Facility
A taxi rank and drop-off / pick-up facility will be included within the scheme for
private cars as well as stands for Hackney Carriages. The design has been
developed in order to prevent conflict between direct pedestrian desire-lines and
vehicular movements, whilst still providing drop-off facilities in close proximity to
the station building and the platforms. Appropriate Traffic Regulation Orders
and signage will be required to prevent unwanted fly parking and overly-long
waiting.
Bus Facilities
The station will be served by three bus stops with adjacent layover space
positioned outside of the station building to give flexibility to support commercial
services, shuttle buses to Lingley Mere and Omega employment sites and to
cater for Rail Replacement services when required. These stops will mainly
serve the large catchments to the west and north of the station.

In addition, two further stops are located to the south of the rail line and served
via Skelton’s bridge. Existing services to Penketh to the south would ensure a
high level of public transport accessibility between the station and the whole of
West Warrington.
It is currently proposed that all stops will meet or exceed the Council’s current
standards with raised boarding, quality shelters, Real Time Information and
static printed timetables.
Station Building
Over the last 3 months the proposed station building has undergone a value
engineering exercise to both reduce costs and to ensure that the preferred
scheme represents best value. To this end, in consultation with the proposed
station operator (Northern) the size of the building has been reduced
significantly. The location has also been adjusted to miss an underground utility
which would otherwise require costly relocation.
Subsequently the main station public area will now be an open flexible space
with TVMs and makes full use of video wall technology now in use at a number
of Northern’s other stations. As well as the open public space, the building will
house the communications and plant rooms, staff welfare and rest areas as well
as staff and public toilet facilities. The station building can, if required, support a
small area for a retail concession in the future.
Figure 2.2.1 below shows the general arrangement drawing for the building
which will be subject to further iteration during the detailed design process in
consultation with the operator.

Outline the new rail infrastructure required to facilitate the delivery of the station
and proposed train services
Signalling and Telecommunications cable route changes
The existing Signalling and Telecommunications cables will need to be slewed

twice, firstly to temporarily remove the cables from the construction zone using a
temporary split duct and relocating the cables on the sleeper ends of the track.
Secondly to slew the cables into the final position in a new troughing route along
the platform front wall, or to cut and pull the Signalling and Telecommunications
cables through platform ducts and re-commission the cables.
Prior to commencement of the work on the existing cables the Project Team will
assess the condition of all the cables, the cable lengths and cable joint
positions. Where necessary Balfour Beatty will replace the affected cables to
allow sufficient spare cable length to ensure the first slew onto the sleeper ends
can be completed, followed by a subsequent slew into the new trough route or
the new platform duct route.
Cess Drainage
2.3 The condition of the existing cess drainage will be assessed prior to the
commencement of any work to confirm its suitability and condition for
Rail
incorporation into the permanent works. The current drainage proposal is to
infrastructure
relocate the drain run under the station platform structure. The new drainage
system will be accessed from the station platform via a network of covered
manholes. The existing cess drainage will be connected into the new drainage
alignment via carrier pipes along the full lengths of the station platform. Once
clear of the platform the new drainage alignment will terminate back into the
cess drainage or outfall.
No other drainage is anticipated to run into the diverted cess drainage.
Existing Automatic Warning System and Automatic Warning Indicators
The Automatic Warning System and indicator positions which are currently
installed on the track will be relocated to make allowance for the new station
platform location and the associated operational warning systems that the train
operates. These positions are to be confirmed, relocated and re-commissioned
under signal notice and possession working.
Slew Track to new platform alignment
The track is to be realigned to allow for the new platform location and coping
edge and also to remove the track curvature approach into the platforms and the
station.

Train Driver release signal
The new station platforms will be installed with a safe passenger train release
from the platform. This signal must be installed for the safe operation of the train
to leave the station.
Figure 2.3.1:
Controlled excavation
works protected by a
Vortok safety barrier
under ALWS
Figure 1.3.2:
Controlled ‘Large Rig’

operations protected by
the Vortok safety barrier
Figure 2.3.3:
Track possession works

The SFO for the new station will be Northern Rail (Arriva Rail North Ltd) whom
2.4
was awarded the Northern Passenger Rail Franchise effective from 1 April 2016.
At the anticipated time of station opening, Northern Rail will be operating three
Proposed trains per hour in each direction on the CLC line between Liverpool and
Station Manchester (two ‘stoppers’ and a one ‘semi-fast’ service that will also serve
Facility Manchester Airport). A letter of support for the scheme from Northern Rail has
Owner been included at Appendix B.
(SFO)
Outline the proposed service timetable and stopping patterns at the station
It is proposed that there will be three trains an hour (all provided by Northern
Rail) to call at Warrington West in each direction during normal operating hours.
One of these is expected to be a semi-fast “Northern Connect” service operating

between Liverpool Lime Street and Manchester Airport. This will replace the
current Transpennine Express operated service operating along the route (which
will transfer to the Chat Moss route once the Ordsall Curve is operating from
December 2017), calling at Liverpool South Parkway, Warrington West,
Warrington Central, Birchwood, Manchester Oxford Road and Manchester
Piccadilly, before terminating at Manchester Airport.
In addition, two stopping services are to call at Warrington West. These currently
operate between Liverpool Lime Street and Manchester Oxford Road, but are
2.5 likely to be extended through to Buxton/New Mills Newtown once the Northern
Hub infrastructure enhancements in the Castlefield corridor have been
implemented (due to removal of the bay platform at Manchester Oxford Road).
Timetable
Whilst these services operate as skip stop services along the CLC (for
and stopping
operational reasons), direct services from Warrington West to all stations along
patterns
the CLC route will be offered through a combination of the two stopping services.
One of these stopping services currently calls at Sankey for Penketh station.
Once the new station is opened, this call will transfer to Warrington West.
Sankey for Penketh station will remain open but will only be served by one
service in the peak hour in each direction (i.e. four trains per day in total).
The Northern Rail Franchise Agreement has now been signed and formally
adopted for the Northern franchise. Rail North has confirmed that “Warrington
West is in the formal Train Service Requirement (TSR) which can be found at
https://www.gov.uk/government/publications/northern-rail-2016-rail-franchise-
agreement. We would expect Northern to comply with their obligations under the
franchise agreement” (Rail North email 7 October 2016).

Demonstrate that there is available capacity for passengers to be accommodated
on services which are proposed to call at the new station
High level capacity analysis has been undertaken based on MOIRA data. This
analysed demand across two screen lines at Hunts Cross/Halewood and
Deansgate/Trafford Park on the CLC, reflecting flows from the corridor into
Liverpool and Manchester respectively. MOIRA was run with current and post
2019 service patterns (TPE via Chat Moss, new Northern Connect service to
Manchester Airport via Warrington Central) to reflect the future demand patterns
on the route.
2.6
More detail regarding this analysis is contained in the report “Warrington West
Station: Second Update of Scheme Business Case” (AECOM, Nov 2016),
Passenger contained in Appendix C.
capacity
In summary, the introduction of the new timetable on the CLC and Chat Moss
routes between Liverpool and Manchester (planned for December 2017) will see
a reduction in demand crossing the CLC screenlines, as defined above, of circa
20% to 25%. In addition, Northern Rail’s planned rolling stock for the CLC
services will result in a 25% increase in seats across the screenlines in the peak
hour (17% increase in total capacity). A combination of these two impacts, and
accounting for demand growth, leads to the conclusion that the additional
demand generated by Warrington West can be expected to be catered for by the
planned levels of capacity across Northern Rail’s CLC services.
Demonstrate that no service subsidy is required
OR;
if subsidy is required, demonstrate how subsidy will be met for the first three
years
It is anticipated that no additional subsidy will be required to operate rail

services calling at Warrington West.
2.7
Table 2.7.1 outlines the forecast net incremental revenue associated with the
scheme and compares it to the net incremental operating costs for the scheme
Service for the first five years of operation.
subsidy
Table 2.7.1: Financial Appraisal (first 5 years of operation)
£’000 2019 2020 2021 2022 2023 2024
Revenue £622.0 £965.9 £1,291.0 £1,528.7 £1,653.2 £1,710.2
Opex £133.3 £134.8 £136.4 £138.0 £139.6 £141.2
Surplus/(Loss) £488.7 £831.1 £1,154.6 £1,390.7 £1,513.6 £1,569.0
2016 prices / 2019 is a half year. Revenue excludes application of ramp-up.

Where new services are to be introduced, demonstrate that adequate rolling
stock is available and can be secured for the new service
No new services are being introduced as a direct consequence of the opening

of Warrington West.
2.8 Also, it is not envisaged that the opening of Warrington West itself will trigger
the requirement for any additional rolling stock on the CLC services. This has
been explained in our response to Question 2.6.
Rolling stock
requirements There is a wider rolling stock commitment as part of the new Northern Rail
Franchise Agreement that will see all rolling stock operating on the CLC route
being either brand new or fully refurbished by 2019/20. This will also bring
capacity benefits to these services.
In addition, the Liverpool Lime Street to Manchester Airport “semi-fast” service

has been designated as a “Northern Connect” route. As such it will receive new
Class 195 trains offering free Wi-Fi, plug sockets, tables, air conditioning and
seat reservations.
Outline and provide evidence of the impact of the proposed station on other
services and how these impacts will be minimised
The opening of Warrington West Station is envisaged to have the following

impact on services:
- Minimal increase in journey time for CLC services calling at Warrington

West
2.9 - Changes in train loadings on both CLC and Chat Moss services
Impact on We have already demonstrated in our response to Question 2.6 that it is

other anticipated that the opening of Warrington West will not result in overcrowding
passenger issues on CLC services.
services
There will be small reductions in train loadings on Chat Moss services as a
small number of rail journeys transfer to using Warrington West instead. It is
anticipated that the impacts on train loadings on the Chat Moss services would
be minimal.
The actual demand impact of the increase in journey time for through passengers
has been included in the demand forecasting and business case analysis.
Further details are contained in the report “Warrington West Station: Second
Update of Scheme Business Case” (AECOM, Nov 2016), contained as
Appendix C.
It is the view of Northern that there would be minimal performance risk in

adding the calls at Warrington West. A key concern would be any impacts in
relation to how the CLC trains present themselves at Castlefield Junction at the

Manchester end of the CLC. Northern undertook detailed Railsys modelling of
this area as part of their franchise bid process, acknowledged by Network Rail
and the DfT, and concluded that:
- there would be minimal performance risk through switching the calls

from Sankey to Warrington West on the stopping services;
- Additional calls on the semi-fast services would be low risk. The trains
concerned will no longer be operating Trans-Pennine to and from
Scarborough, and during 2018 brand new high performance DMU rolling
stock will be deployed; and
- Northern Rail’s operational plans will develop initiatives to support

performance improvement, including station dwell times, which will
benefit fast and stopping services and mitigate additional calls, giving
confidence that the stops can be accommodated.
WBC will continue to work with rail industry partners via the railway industry
processes to confirm and finalise the timetable in preparation for the opening of
Warrington West.
Current Network rail GRIP Stage status of the proposed station. Provide
evidence of the development work completed. Provide evidence of progress
made to take the project through further GRIP stages if applicable
The current Warrington West scheme has been progressed over a number of
years and through a series of iterations which have all included extensive
liaison with Network Rail, in particular their Project Engineers and Route Asset
2.10 Managers. The project is currently working through a reiteration of GRIP
Stage 3 and will achieve Stage Gate review in January 2017. However, it
GRIP Stage should be noted that a number of the core disciplines have already attained
AIP status and have been signed off by the DPE as such. Specifically P-Way,
Signalling and Drainage AIPs have all been accepted. A record of this approval
is included at Appendix D).
All other disciplines have progressed through the Option Selection phase of
GRIP 3 and have completed draft AIPs which have been submitted and
discussed with all RAM teams. Furthermore, the proposed scheme adopts an
ownership model wherein only the platforms, lifts, stairs and footbridge are
transferred to Network Rail ownership. The Station Building and Car-Park will
be owned by Warrington Borough Council and as such will not be subject to
the review processes included within GRIP.
Other relevant project information

Strategic Case
The Strategic Case should set out a clear rationale for the scheme, supporting the need
for investment. You should consider the objectives of the new or re-opening station are
and why a new or re-opening station is considered the best way of meeting local transport
objectives and addressing transport issues in the area.
Set out the strategic case for the project, citing policies and strategies of the promoting
organisation and third parties. The case should be clearly made as to why a new or-re-
opened station is the best way to achieve the policy objectives stated.
Outline and explain the transport issues and challenges faced in the area
Public Transport Accessibility
Public transport accessibility analysis has been undertaken for key destinations
using TRACC software, which is a multi-modal transport accessibility tool. The
plots display journey times by public transport, (including walking time), in 10
minute isochrones bands up to 60 minutes. These have been produced for
journeys originating from the west of Warrington.
TRACC was selected for this study as it is designed to generate accurate

journey times from multiple origin points. Up-to-date public transport data (April
3.1 2016) and Meridian2 road network data was used in the TRACC analysis.
Current Figure 3.1.1 shows the current level of public transport accessibility from the
transport west of Warrington with one train per hour in the AM Peak – this can be
issues and contrasted with the public transport accessibility with three trains per hour
challenges (including one semi-fast service) from the new station (Figure 3.1.2).
It is notable that journey times (including walk and wait time) to Manchester
City Centre reduce from 40-60 minutes to 30-40 minutes with the scheme in
place.
The journey time to Liverpool City Centre also reduces to 30-40 minutes
compared to 40-50 minutes at present. This demonstrates the benefits of the
enhanced service frequency from the station, in addition to the introduction of a
semi-fast service.

Figure 3.1.1: Accessibility from the west of Warrington by public transport (AM
Peak 07:00 – 09:00) – Existing (1 train per hour)
Figure 3.1.2: Accessibility from the west of Warrington by public transport (AM
Peak 07:00 – 09:00) – (3 trains per hour, including 1 semi-fast)

Car Dependency
Analysis of 2011 Census data has been undertaken to understand commuting

trip patterns made to and from the study area and surrounding area west of
Warrington. This analysis has also reviewed the mode split for the trips, and an
overall assessment of net movements in and out of Medium Super Output
Areas (MSOAs).
Table 3.1.1 highlights the percentage of journeys to work undertaken in the

study area by mode.
Table 3.1.1: 2011 Journey to Work Mode share

Car
Journey to Work Mode Bus and
Train (Driving Walk/Cycle Other
Share Coach
/Passenger)
Warrington Town Centre
Study Area to Warrington
Town Centre 0% 15% 76% 8% 1%
All trips to Warrington
Town Centre 4% 11% 73% 11% 1%
Liverpool City Centre
Study Area to Liverpool
City Centre 23% 3% 73% 0% 1%
All trips to Liverpool City
Centre 21% 25% 39% 11% 4%
Manchester City Centre
Study Area to Manchester
City Centre 45% 2% 53% 1% 1%
All trips to Manchester City
Centre 18% 22% 39% 14% 7%
Note 1: Warrington West Railway Station Study Area defined as E02002604, E02002605, E02002599 and
E02002598
Note 2: Manchester City Centre defined as E02006912, E02006914 and E02006917
Note 3: Liverpool City Centre defined as E02006932, E02006933 and E02006934
Note 4: Warrington Town Centre defined as E02002607
In 2011 39% of all trips for journeys to work were made by car to Liverpool City
Centre, journeys to work from the study areas was nearly double with 73%
using private car. This pattern was repeated with journeys to work from the
study area to Manchester City, with 52% using a car compared to 39% for all
trips to Manchester City Centre. This highlights that on average journeys to
work made from the study area are higher than all trips to either Liverpool or
Manchester. A new railway station at Warrington West would provide an
alternative mode to travel for journeys to work rather than by private car.

Figure 3.1.2: 2011 Journey to Work Net Flows by MSOA
Figure 3.1.2 highlights that the surrounding catchment of the proposed

Warrington West Station has a high proportion of residents who travel outside
their immediate area for employment. This is reflected in a net decrease (more
leaving than entering) for areas of Chapelford Urban Village (north of rail
corridor) and Great Sankey (south of rail corridor). Analysis highlights that a
majority of these journeys are undertaken by car despite a high percentage of
trips remaining local within the borough, particularly with a destination in the
town centre. This further highlights the need to enhance public transport
accessibility in Warrington West to provide sustainable alternatives for journeys
to work from residential growth areas.
Figure 3.1.3 over the page highlights the prominence of Birchwood Business
Park in the east, Warrington Town Centre in the central region, and Lingley
Mere, Omega, and Gemini employment sites in the west of Warrington
Borough as key destinations for employment. Warrington Bank Quay,
Warrington Central and Birchwood railway stations are well used, providing
suitable public transport access to the key employment destinations in the west
and central region of the borough. However with regard to the west, over 80%
of those travelling to Lingley Mere, Omega and Gemini employment
opportunities travelled by car (2011 Census). This statistic, combined with
annual station entries and exits at Sankey-for-Penketh railway station of only
134,156 in 2014-15 points to a clear need to enhance public transport
accessibility in the west for major employment sites.

Figure 3.1.3: 2011 Journey to Work Origins and Destinations
Rail Patronage Growth
Rail use across the country is growing and Warrington is no exception. There
are six rail stations in Warrington Borough including Birchwood, Glazebrook,
Padgate, Sankey-for-Penketh, Warrington Bank Quay and Warrington Central.
In the last 5 years, total passenger entries and exits at Warrington’s six rail
stations has increased by 27% (824,489 entries and exits).
Long term forecasts for rail usage show demand continuing to increase at
a similar rate as seen in Table 3.1.2 below, spurred on by investment in
infrastructure including electrification schemes, new stations, the Northern
Hub, and High Speed 2. Against this background, the provision of rail
services cannot stand still and this highlights the need for additional
capacity in rolling stock, and also in improved accessibility to the rail
network – including new rail stations.
Current patronage trends highlight Birchwood is a well-used asset for the east
of the borough (686,668 entries and exits); while Sankey-for-Penketh, Padgate
and Glazebrook, attract from only a small catchment area due to limited nearby
parking opportunities. There are currently (Sankey-for-Penketh stations) up to
200 boarders per day on average (134,156 entries and exits in 2014-15), of
which the majority are regular commuters/education trips in the Liverpool
direction.

Table 3.1.2: Warrington Rail Station Entries and Exits (,000)
% increase
2010- 2011- 2012- 2013- 2014-
Station 2010-11 to
11 12 13 14 15
2014-15
Birchwood 527 555 550 583 687 30%
Glazebrook 47 48 50 55 49 4%
Padgate 80 92 94 107 128 59%
Sankey-for-
100 120 112 118 134
Penketh 34%
Warrington
879 895 923 1,012 1,081
Bank Quay 23%
Warrington
1,406 1,568 1,593 1,662 1,785
Central 27%
Warrington
Borough
Council 3,039 3,278 3,322 3,537 3,864 27%
(WBC)
Total
Figure 3.1.4: Warrington stations (all) and Sankey-for-Penketh Rail

Entries and Exits
Existing Rail Provision for Warrington West
Sankey-for-Penketh, the nearest station to Chapelford Urban Village, Omega

and Lingley Mere, is only served by one local stopping service per hour in each
direction throughout the day, two services per hour during the peak and is
closed on Sundays. This infrequent service, combined with minimal car parking
provision at Sankey-for-Penketh railway station, presents a significant
challenge to the local area with rail for many not considered a favourable
commuting option.

Traffic Congestion – Local Road Network
Figure 3.1.5 provides an illustration of the level of congestion on the

Warrington highway network during the PM peak, with particular focus on the
town centre and area around the existing Sankey-for-Penketh railway station.
To demonstrate this, Trafficmaster vehicle speeds have been used as a proxy
for network ‘stress.’ Sections of the network where delay is experienced
(slowest speeds) are highlighted in orange and red links. Links that are
highlighted green and light blue experience the fastest speeds (more than
20mph).
The analysis highlights traffic congestion and its effect on journey reliability is
an issue for Warrington town centre. Observed average speeds in the vicinity
of Bridgefoot roundabout and Brian Bevan Island are below 10mph indicating
these locations as clear pinch points on the network. This is influenced by a
lack of vehicular route choices through the town centre.
The impact of high traffic levels on access is a key driver for pursuing the
delivery of a new railway station at Warrington West. Population growth
experienced between 2001 and 2011 combined with projections to 2021 and
beyond, as well as the high percentage of work related trips undertaken by car
in Warrington, points to the need for more sustainable travel options.
Figure 3.1.5: Trafficmaster 2013-14 PM Peak Traffic Speeds (mph)

Traffic Congestion - Strategic Road Network
In addition to the local network, the Strategic Road Network is likely to derive
significant benefit from a new station in West Warrington. The M62 between J8
and J12 at the interchange with the M60 routinely suffers severe peak hour
congestion. Highways England is already prioritising Smart Motorways schemes
along this stretch of the network to maximise capacity and accommodate an
increasing demand to travel. The contribution which a switch to rail travel, both
to and from west Warrington can make to manging this issue is acknowledged
by Highway England. A letter of support from Highways England is included at
Appendix B.
Air Quality
Figure 3.1.6 and Figure 3.1.7 highlight the levels of nitrogen oxide and nitrogen
dioxide within the surrounding area of the proposed new rail station measured
by micrograms per cubic metre as defined by DEFRA. Levels of both NO2 and
NO are high along link roads into Warrington Town Centre and these routes
have been identified to form part of the proposed Warrington Town Centre
AQMA. The Local Plan Core Strategy details an objective of improvements to
air quality throughout the borough. The reduction in congestion, as a result of
realistic alternatives to using the private car, is one area where air quality
impacts should be sought.
Figure 3.1.6: Air Quality Nitrogen Oxide (NO) near Warrington West

Figure 3.1.7: Air Quality Nitrogen Dioxide (NO2) near Warrington West

Explain the size and characteristics of the target population and detail what is
known about their needs, current behaviours and attitudes
For the purposes of the Strategic Case and defining the target population, a
study area was defined using Lower Super Output Areas (LSOA) (Figure
3.2.1). This application takes account of LSOAs which fall within a 1km buffer
of the new Warrington West railway station to present data against Warrington,
Cheshire and Warrington LEP and England averages 1.
Figure 3.2.1 Study Area
3.2
Target
population
The population in the defined study area, surrounding the proposed station,
increased by 14% between 2001 and 2011. This is higher than the Warrington,
Cheshire and Warrington LEP and England averages over the same period
(Table 3.2.1). Population increase between 2001 and 2011 is represented
geographically for Warrington in Figure 3.2.2 below.
Table 3.2.1: Population
Population
Area
2001 2011 Change Change (%)
Warrington West Station

18,815 21,400 2,585 14
(approx. 1km buffer)
Warrington 191,080 202,228 11,148 6
Cheshire & Warrington LEP 864,868 901,963 37,095 4
England 49,138,831 53,012,456 3,873,625 8
1
A separate catchment area has been defined for modelling and appraisal purposes

Figure 3.2.2: Population Change 2001 to 2011 (by MSOA)
Figure 3.2.3 highlights a 2011 population density of 50-75 persons per hectare
surrounding the proposed Warrington West Station. Since 2011, there has been
additional growth in housing at Chapelford Urban Village which is not currently
reflected in the density presented. Critically, even without this additional growth,
the population density observed in proximity to the proposed railway station site
is greater than the surrounding area.
Figure 3.2.3: 2011 Population Density (persons per hectare) (by LSOA)

Employment Density
Figure 3.2.4 highlights that the town centre, Birchwood and Warrington West
are key employment destinations in Warrington. The Warrington West target
population is considered the third largest destination in terms of employees with
in excess of 11,000 jobs.
This figure does not include the recent development on Omega North and South
in the last 2 years, which with the opening of major manufacturing and
distribution units has created in excess of 3,000 jobs
Figure 3.2.4: BRES 2014 Employment Density (Employees per hectare)
According to the Centre for Cities, Cities Outlook 2015 paper, Warrington was
ranked within the top 10 cities for business growth in the United Kingdom
between 2004 and 2013 (increase of 1,575 businesses; 29.2% change).
Investment in a new railway station will enhance connectivity to existing
employment opportunities for the target employment population in the west at
Omega, Gemini and Lingley Mere, further strengthening business growth and
providing the platform for WBC and Cheshire and Warrington LEP to achieve
their growth aspirations.
Indices of Multiple Deprivation
Transport has a significant role in both the creation and alleviation of social
problems, helping to shape society, determining where people work, shop,
study and partake in leisure and social activities. At local authority level,
Warrington ranks 147th out of 326 local authorities on the rank of ‘Average
LSOA score’.

Furthermore, Warrington is ranked 90th worst (out of 326 local authorities) on
the percentage of LSOAs falling into the most deprived 10% nationally 2. Figure
3.2.5 presents a spatial analysis of indices of multiple deprivation (IMD) for
WBC including the target population surrounding the proposed station site. It
highlights a substantial proportion of LSOAs within the central region of the
borough with an IMD ranking within the top 20% most deprived LSOAs
nationally. The proposed station at Warrington West will provide improved
access to employment sites at Omega, Gemini and Lingley Mere for those
residents in deprived areas of Warrington Borough Council.
Figure 3.2.5: Indices of Multiple Deprivation (IMD) 2015
Behaviours and Attitudes

In June 2013, public consultations regarding Warrington West Station were
conducted. Members of the public, the majority of whom where within 2km of
the station site, were provided with surveys which included a range of optional
equality monitoring questions. A total of 86% of respondents were supportive of
the station, when considering the features of the station. Figure 3.2.6 illustrates
that the most popular response was location, followed by provision of park and
ride facilities and the level of service and accessiblity as respondents could
provide more than one response.
2
Warrington Joint Strategic Needs Assessment (JSNA) December 2015

Figure 3.2.6: Features of Warrington West Station supported
The consulation highlighted that 21% of respondents would use the proposed
station three to five times a week. Leisure and work purposes were reported as
the highest uses for the proposed station. Figure 3.2.7 illustrates that walking
was the most popular mode to travel to and from the station, with 80 responses
and with cycling receiving 23 responses. Access to the stations by these
sustainable modes would help to reduce congestion in the area.
Figure 3.2.7: Expected access mode of travel to and from Warrington West
from local catchment area (1-2km from station)

3.3
Identify SMART (Specific, Measurable, Attainable, Relevant, Time-bound)
objectives for the project
SMART
The objectives below have been defined with respect to key policies at local,
objectives
sub national and national level as well as policies and strategies for the
Cheshire & Warrington LEP, WBC and Central Government.
Objective 1
Support sustainable economic development across the west of
Warrington
Sub-objective 1.1
Facilitate sustainable take up of residential development sites in the west of
Warrington.
Sub-objective 1.2
Facilitate sustainable take up of commercial development / job growth at
surrounding employment locations including Omega, Lingley Mere and
Gemini.
Objective 2
Improve accessibility / quality of public transport to/from the west of
Warrington
Sub-objective 2.1
Provide an integrated, high quality and secure gateway from the rail network
to residential and employment opportunities in the west of Warrington.
Sub-objective 2.2
Enhance accessibility from the west of Warrington to employment
opportunities in Liverpool City Centre, Manchester City Centre and
Warrington Town Centre.
Objective 3
Support improvements to quality of life factors in the west of Warrington
Sub-objective 3.1
Contribute towards limiting future traffic growth and congestion levels on the
local and Strategic Road Network in the west of Warrington.
Sub-objective 3.2
Contribute towards mitigating air quality issues that result from transport
related emissions in the west of Warrington.
Sub-objective 3.3
To encourage a shift to sustainable travel modes, including the promotion of
active travel for residents in the west of Warrington.

Measures within each objective are further discussed in question 3.10
Measures for Success.
To improve transparency of decision-making in relation to the scheme, the

project objectives are accompanied by an Investment Logic Map (ILM) that
shows a clear rationale for the investment including short, medium and long
term outcomes. The ILM has guided the development of the business case,
providing a foundation for examining in greater detail the problems and
outcomes that the Warrington West Railway Station proposal seeks to address.
The ILM considers the following:
- Objective: the agreed objective that the scheme is aiming to achieve;
- Context: the nature of the problems and opportunities presented that

the scheme will try to resolve and/or enhance;
- Outputs: the physical items that comprise the scheme;
- Outcomes: occurrences that happen as a consequence of the outputs;

and
- Impacts: Overall effects of the scheme.

3.4
Demonstrate the high-level strategic and operational benefits of providing a new
station
Strategic
and In terms of strategic benefits, the new station is key to enhancing public
operational transport linkages to/from the west of Warrington, which strongly supports the
benefits Cheshire and Warrington Strategic Economic Plan, Warrington Local Plan and
Local Transport Plan 3.
As demonstrated in section 3.1, car mode share from the study area to
Liverpool City Centre and Manchester City Centre is significantly higher than the
overall mode share to these centres. Analysis shows that generalised journey
times (includes access, wait in addition to in-vehicle time) from Chapelford to
Liverpool and Manchester City Centres are forecast to reduce by 39% and 37%
respectively following the opening of the new station (with 3 trains per hour).
The enhanced service frequency, location of the station and high quality station
facilities will combine to deliver mode shift to public transport. As demonstrated
in Figure 3.15.1, the proposed site also has high quality walking and cycling
linkages, which will encourage passengers to access the station by sustainable
modes.
The scheme will therefore have benefits in terms of mitigating traffic growth,
congestion on the Strategic Road Network, including the M62 between
Liverpool, Warrington and Manchester. There will also be benefits in terms of
air quality and reduced carbon emissions as the scheme is forecast to reduce
car vehicle km on the road network by 4,231,000km per annum (by 2020).

The scheme is also important in enhancing sustainable transport links to key
development sites, particularly Gemini, Omega and Lingley Mere. Enhanced
bus linkages are proposed from the station to these sites to facilitate onward
connections.
From an operational perspective, the new station and associated infrastructure

will provide a much improved access point to the rail network for a wide
catchment across western Warrington. Access to the station will be more
efficient, safe and enjoyable than existing access to either Sankey or
Warrington Central. For Sankey passengers the new station will offer frequency
benefits too.
From Northern Rail’s perspective, the new station will provide the opportunity to
introduce state-of-the-art station operations (e.g.: smart-wall technology, and
roving staff with hand-held devices) and the opportunity to introduce more
efficient operating practices (e.g.: removal of booking office infrastructure). The
incorporation of these standards will allow Northern Rail to designate the station
a ‘Northern Connect’ station in line with their intended premium service
branding.
Existing rail users currently using other neighbouring stations will use
Warrington West instead. In particular some demand (circa 4%) will be diverted
from Warrington Central to Warrington West, thus providing some relief at this
station. Warrington Central is a relatively constrained station site with a large
usage (1.78m journeys in 2014/15) and so any initiative to spread the rail usage
away from this station could be seen to be a benefit.
There will be smaller levels of transfer of rail journeys away from some of the
stations on the Chat Moss route (Earlstown, St Helens Jct, etc), leading to a
small reduction in train loadings on that corridor – which could be seen as a
minor benefit at times of peak loadings.
3.5
Demonstrate how the new station would link to economic growth aspirations
and help to stimulate economic activity
Economic
growth Cheshire and Warrington Matters
The Strategic Economic Plan sets outs the following growth targets:
By 2021 Cheshire and Warrington will be:
- An economy of £26.6bn with GVA per head 110% of the UK average
By 2030 Cheshire and Warrington will be:
- An economy of £35bn with GVA per head 115% of the UK average
- Home to an additional 100,000 residents, 75,000 new jobs and 70,000

new homes.

As part of the economic analysis in the Cheshire and Warrington LEP Business
Plan 2012-2015, there is a focus on Transport and the Environment:
- Ensuring that major transport improvement projects proceed and

realise their potential - including the Northern Hub rail project, the re-
opening of the Middlewich railway line, new stations such as
Chapelford in Warrington and a tram-train service on the Chester-
Manchester line.
Addressing the Economic Growth Aspirations
To address the economic growth aspirations identified through Cheshire and

Warrington Matters there is a need to unlock and facilitate the potential of
residential and employment development opportunities within Warrington West
and address land-use changes. The station is important in providing
sustainable transport access to the development sites.
Figure 3.5.1 below identifies development sites in close proximity to the

proposed railway station, while Table 3.5.1 identifies consented development
numbers.
Figure 3.5.1: Residential and Commercial Development Opportunities

Table 3.5.1: Consented Development
Development Planning Use Size Number

Application of jobs
Reference
Chapelford Chapelford 15 2013/22223 Res 190 dwellings 0
Lingley Phase 1 2013/21109 B1 10,908sqm 135

Mere
Phase 3 2013/21109 B1 800sqm 293
B2 1,600sqm
B8 13,000sqm
Housing 2016/27313 Res 275 dwellings 0
Gemini Gemini 18 2013/21417 B1(c), 11,288sqm 100

B2, B8,
B1(a) 7,339sqm
Gemini 16 2013/22322 Res 170 dwellings 0
Omega Plot 7B ASDA 2013/21340 B8 38,059sqm 185
Plat 1(c) Travis 2013/21695 B8 58,751sqm 900

Perkins
B1 6,503sqm
Zone 7 – inc. 2014/23290 B2 58,529sqm 3303

The HUT and
Plastic Omnium B8 136,567sqm
Phase 2 Section 73 B1 74,260sqm 7213 (92%

(Section 73 change B1) 1319
change) B2 16,722sqm (B2&B8 +
8% B1)
B8 39,018sqm
1 & 4 Lockhead 2012/20812, B1c 11,700sqm (No.1) 128

Rd and
Brakes/Hermes 2015/25141 B2 13,200sqm (No.4)
(No1. only)
B8
Mixed Use 2015/26469 Small retail/restaurant units 1289

(zones 3 to 6)
Residential 2015/26469 Res 1,100 dwellings 0

As the development in the area expands and matures, the transport
infrastructure that supports it must do the same to ensure that the benefits of
the investment and economic growth agenda are not restrained by a lack of
accessibility or congestion.
3.6
Demonstrate how the scheme aligns with overall strategies for the route
(including Route Utilisation Strategies and/ or Route Studies) and other
Route committed rail improvement programmes
Strategy
alignment Northern RUS Generation Two (2011)
The Northern Route Utilisation Strategy (RUS) seeks to balance supply and
demand and set out Network Rail’s longer term vision for improvements across
the network.
The Strategy forecasts significantly increased growth in rail usage over the
next ten to twenty years. Passenger growth into the cities of Leeds, Liverpool,
Manchester, Newcastle and Sheffield by 2024 could be as much as between
41 and 52 per cent, increasing to between 56 and 66 per cent in 2029.
It is acknowledged that the Northern RUS2 will be superseded by the

outcomes from the Long Term Planning Process discussed below.
Relevance to Warrington West Railway Station Scheme
The Strategy acknowledges Government’s funding announcement for the

Ordsall Chord, capacity works at Manchester Victoria and line speed
improvements between Victoria and Stalybridge – these improvements will
impact the pattern of services on the Chat Moss and CLC routes which will
among more strategic interventions, also support the provision of a new
station.at Warrington West.
The Strategy doesn’t provide specific reference to Warrington West

(Chapelford) station, but this is because the RUS was not considering new
station proposals as part of its remit. However, of relevance to the scheme
are proposals to meet the likely 2024 capacity gap on the CLC and Chat
Moss routes into Manchester.
The required capacity into Manchester is driven by the availability of seated

capacity. The Strategy highlights the majority of the passengers causing
the capacity issues travel from stations along the route like Warrington,
Birchwood and Irlam into Manchester. The following table shows the
equivalent vehicle arrivals into Manchester expected by the end of CP4
and required by the end of CP5 and CP6.
The new rolling stock commitment (Franchise Agreement), as well as

infrastructure upgrades identified through the RUS will support provision of
the new station, ensuring adequate capacity.

Table 3.6.1: Equivalent vehicle arrivals on the CLC line into
Manchester
Service Peak Hour End of CP4 Extra Extra

Group position needed in needed in
CP5 over CP6 over
CP4 CP4
Liverpool to First peak
2.1
Norwich hour
services
High peak
4.3 2 2-3
hour
Third peak
2.1 0-1
hour
Liverpool to First peak
5.6
Scarborough hour
services
High peak
5.6 1 1-2
hour
Third peak
2.8 0-1 1
hour
Stopping First peak
3.4
Services hour
High peak
5.9
hour
Third peak
4.6
hour
Network Rail Regional Urban Market Study, 2013
The Regional Urban Market Study is one of four Market Studies published by
Network Rail as a key element of the new ‘Long Term Planning Process’
(LTPP). Three of these studies consider different passenger markets whilst the
remainder considers freight.
The strategic goals are split by the overall goals for transport (in bold) and the
subsequent goals for Regional Urban rail:
Enabling economic growth

- by providing sufficient capacity for employers to access the labour pool;
- by improving access to workers for businesses; and
- by improving connectivity to/from the retail, leisure and tourism sectors of
the economy.

Reducing carbon and the transport sector’s impact on the environment
- by reducing the use of less carbon efficient modes of transport; and
- by directly reducing the environmental impact of rail.
Improving the quality of life for communities and individuals
- by improving access to employment and training opportunities;
- by providing sufficient capacity for workers to access employment;
- by connecting communities;
- by providing access to social infrastructure such as educational
establishments and major leisure venues; and
- by reducing road congestion.
Improving affordability and value for money for Government and other
funders
- by meeting other outputs in an affordable and value for money way;
- by directly reducing whole industry subsidy; and
- by improving the value for money for passengers and taxpayers.
The strategic goals identified within the Regional Urban Market Study are
closely aligned with the scheme objectives for the new railway station,
with a focus on economic growth influenced by accessibility to
employment, as well as quality of life considerations such as reducing
congestion and reducing the environmental impact of the railway.
The Market Study provides the first step towards the North of England
Route Study, which will set out Network Rail’s vision for rail services
across the north with a time horizon through to 2043. The Market Study
sets the objectives and conditional outputs and a review of forecast
exogenous demand growth under varying economic and social
conditions. The North of England Route Study process is expected to
start during 2017.
Northern Franchise Agreement (2015)
The Northern Franchise agreement includes a requirement for Arriva Rail

North Limited to fully and effectively cooperate with WBC (as sponsor)
and with Network Rail and act reasonably and in good faith with its
engagement with them with regard to the third party promoted franchise
scheme – development of a new railway station – Warrington West
(s15(b)(v)). Therefore delivery of the station is a committed obligation with
three services proposed per hour in either direction.

3.7
Demonstrate how the scheme contributes to wider transport and government
objectives
Wider
transport The 2016 Autumn Statement
and
government The Autumn Statement (23/11/2016) reiterated the Government’s commitment
objectives to invest in the North’s transport infrastructure to improve resilience and deliver
economic growth. As a confirmation of this, the newly published Northern
Powerhouse Strategy includes transport commitments totalling £13 billion over
the course of this Parliament.
Rail is uniquely positioned to deliver these aims and features prominently with
high profile projects such as HS2 and Northern Powerhouse Rail
accompanying nearer term improvements in connectivity and service quality. In
combination with the accompanying National Productivity Investment Fund this
represents the largest investment in the railways since Victorian times,
underlying the Government’s confidence in the rail sector to deliver significant
transport improvements in our region.
Warrington West supports this policy landscape by delivering a high quality rail
asset strategically located to meet burgeoning travel demand currently served
by a capacity constrained highway network.
National Planning Policy Framework (NPPF)
In 2012, the Government published the NPPF which sets out the Government’s
planning policies for England and how they are expected to be applied. The
NPPF identifies three mutually dependent dimensions to achieving sustainable
development including the economy, environment and society. In this context,
the NPPF outlines a focus on building a strong and competitive economy, and
acknowledges the role of transport in facilitating development and contributing
to wider economic growth, sustainability and health objectives. Additionally,
the NPPF has a focus on the support of sustainable travel, enabling a
reduction in congestion.
The scheme directly contributes to the NPPF, providing increased rail

capacity and sustainable travel opportunities for residents of Warrington
West. The Transport Statement appended to the endorsed planning
permit application demonstrates safe and sustainable access to the site
can be achieved and that the development facilitates access to
sustainable travel opportunities. This combined with the wider Chapelford
Highway assessment material satisfies the requirement of the NPPF.

DCLG’s Single Departmental Plan
The plan has as its first objective “driving up housing supply” with an ambition
to “deliver one million new homes over the next five years”.
DCLG has interests in a number of sites around Warrington for which the
proposed station will improve accessibility.
The scheme will contribute towards the provision of sustainable housing

growth including the finalisation of development at the Chapelford Urban
Village supporting the national housing supply objective.
The Northern Powerhouse: One Agenda, One Economy, One North
In March 2015, the Transport for the North (TfN) Partnership Board, unveiled
their vision for the North with a report on the Northern Transport Strategy. This
is a joint publication from Government, Northern City Regions and Local
Enterprise Partnerships, working together with Highways England, Network
Rail and HS2 setting out the ambitions for TfN.
The aim is to establish the North as a global powerhouse and address the
economic imbalance between the North and the South East. The vision for the
North is for a vibrant and growing economy, a magnet for inward investment,
which capitalises on the strengths of the Northern cities, supported by state-of-
the-art transport connections to clusters of thriving businesses.
In October 2015, the Government announced it is set to propose amendments

to the Cities and Local Government Devolution Bill which will give TfN a
legislative pathway to become a statutory body in 2017. This will enable TfN to
accelerate its investment priorities, setting out transport policies in a long-term
strategy for the North.
The report emphasises local connectivity and the need for high quality
local transport to enable businesses to link to each other and people to
get to work, education and leisure opportunities. A new Warrington West
station will directly contribute towards this objective, enhancing local
transport connectivity to businesses in the west of Warrington.
The Omega development site comprises 233 hectares (575 acres) of

mixed use development land, while the Lingley Mere development site
provides a total of 1.25m sq. ft. of business space and related amenity
facilities. Both of these strategically important business sites are within
close proximity to the proposed new station which will unlock new
sustainable access opportunities.

Northern Powerhouse Independent Economic Review (NPIER), 2016
The NPIER identified the key economic sectors that could drive growth and
development across the North, and the strategic fit of transportation as an
economic catalyst. The Review identified the opportunities where pan-Northern
key sectors and collaboration can support local activities. The Review aimed to
understand the scale, form and causes of the North’s economic and social
gaps, as well as the four prime capabilities alongside three enabling
capabilities.
The Review contains five key sections of analysis;

- Pan-Northern Capabilities;
- Performance Gap Analysis;
- Local Area Profiles;
- Panel Proposals; and
- Scenarios for Future Growth.
The Review identified the ‘business as usual’ scenario would mean that the
gap between the North’s economy and the rest of England would continue to
widen. At present the North’s GVA per capita is averaging about 25% against
the rest of England, and almost 15% when London is removed. Furthermore,
this gap has widened since the 2008/09 recession. Six main factors driving the
productivity gap were identified and these included sub-optimal transport links
and underinvestment in transport, lower levels of investment and lack of
agglomeration.
Transport connectivity has a role in promoting a higher employment rate, by

improving access to centres of employment, and in promoting higher
productivity, by improving the attractiveness of an area for investment,
improving access to markets and the pool of workers available.
The Cheshire and Warrington Local Area profile noted enabling sectors,
such as transport and logistics, are important to the economy particularly
with the significant investments in developments in the region, for
example, at Port Warrington and Omega at Warrington. The Review
describes the strong commuting flows to neighbouring areas, particularly
Greater Manchester.
Poor connectivity within and across Cheshire and Warrington limits

economic growth in the area, thereby limiting the potential for
opportunities to benefit from agglomeration and economies of scale. To
address the productivity challenges, the local profile identifies Warrington
West Station as one transport intervention to be delivered.

3.8
Demonstrate how the scheme contributes to local and regional objectives and
fits with current local and regional projects
Local and
regional Cheshire and Warrington Matters – A Strategic Economic Plan and
objectives Growth Plan for Cheshire and Warrington
The Strategic Economic Plan (SEP) prioritises sustainable transport

infrastructure in the Atlantic Gateway to enhance the Gateway’s national and
international connectivity. This includes the delivery of the LTB priority scheme
of a new station Warrington West to connect the West Warrington area
including Omega, Lingley Mere and Gemini to the wider rail network and allow
residents locally access opportunities across the Atlantic Gateway corridor.
The SEP states that the Warrington West railway station scheme will support
the plans strategic imperative 4 and 6:
Table 1.8.1: Alignment of the scheme with the Strategic Economic Plan
Strategic Imperatives
Strategic imperative Warrington West Railway Station

Scheme Alignment
SI 4: Maximising our growth The scheme is important for Omega

assets – property and place and Lingley Mere to build on the
existing momentum and preserve the
prestige of the sites that have been
internationally recognised.
SI 6: Internationally connected The will support business locations of

and engaged international importance and scale –
namely Omega and Lingley Mere. It will
also ensure residents of Warrington
West have improved access to
Regional Centres for employment.
Atlantic Gateway
The Atlantic Gateway vision is to maximise and accelerate investment,

supported by the delivery of major projects by LEPs and other partners. With a
private sector board, the Atlantic Gateway Strategy, produced in 2012, includes
a number of objectives which drive its activities and relationships including:
- To establish Atlantic Gateway as an internationally significant

investment opportunity;
- To drive transformational economic change and opportunity; and
- To establish a collaborative planning and policy framework.

This new station will support the objectives of the Atlantic Gateway by
unlocking the full investment potential of the Warrington West area and
supporting a wider programme of projects which together support
business locations of international importance and scale – reinforcing
Warrington as a nationally important hub for energy, engineering,
software and telecoms and logistics.
Warrington Means Business
The regeneration framework, originally published in 2013 and due for review in
December this year, sets out WBC and Warrington and Co.’s programme and
intent to drive, progress, encourage and facilitate future economic growth for
Warrington, reinforcing the area as a strong national driver of prosperity. The
Warrington North Sustainable Transport Package included in ‘Warrington
Means Business’ calls for the provision of a new Warrington West railway
station at Chapelford and a bus link to serve Omega.
Warrington Council Strategy 2015-2018
The Strategy, ‘Growing a Strong Warrington’ outlines the Council’s vision to
2018. Council intend to work with residents, businesses and partners to make
Warrington a place where everyone can thrive, whilst dealing with the major
challenge of reductions in funding and increased demand for services. The
strategy outlines the need to lever investment into the borough as a priority to
promote the area as a place to do business. The strategy seeks to use capital
investment to encourage additional investment and infrastructure improvement
works to stimulate further economic growth. Investment in the form of a new
railway station at Warrington West will support the ongoing sustainable
development of new housing at Chapelford Urban Village and employment
opportunities at Omega, Lingley Mere and Gemini.
Warrington Local Core Plan
The Council’s vision for West Warrington identifies the area to be a strategic
place for employment (i.e. Gemini, Lingley Mere, and Omega) built on the
foundation of good design and sustainability with excellent transport links. The
Local Core Plan considers the railway station to be a key part of the public
transport network helping to provide travel links to employment opportunities in
the town centre and wider area.
The following policies of the Local Plan Core Strategy are considered to be of
relevance to the scheme: Policy CS4 – Transport; Policy MP1 – General
Transport; Policy MP4 – Public Transport; Policy MP6 – Transport
Infrastructure; Policy WW1 – Chapelford Urban Village; and Policy QE1 –
Environment and Environment Protection. Making the Place Work: Policy MP6
– Transport Infrastructure, states that the Council will safeguard land for the
provision of a new railway station at Chapelford Urban Village and identify
opportunities for park and ride. The new station is illustrated within the Local
Plan map provided below.

Figure 3.8.1: West Warrington Vision - New Chapelford Station
Warrington Local Transport Plan (LTP) 3 – One Warrington: One Future

Local Transport Plan
The LTP3 complements the Local Plan, setting out a strategic framework to
guide future provision of transport services for Warrington between 2011 and
2030. The delivery of the railway station lies at the heart of the transport
strategy for Warrington West, ensuring public transport access to and from
emerging employment and residential areas is attractive as it can be, thereby
providing the potential to significantly reduce the level of traffic congestion.
Table 3.8.2 demonstrates how the scheme meets the LTP transport objectives:
Table 3.8.2: LTP3 Objectives – Alignment with scheme
LTP3 Objectives: To build Alignment

and manage a transport
network that:
Is integrated and customer  Journey to work analysis highlights a high percentage of

focused and reduces the trips within the station catchment area and WBC as a whole
need to travel by car are undertaken by car. The scheme will provide a reliable
public transport alternative, supporting a reduction in the
need to travel by car. The LTP identifies that Park and Ride
has a role to play in transferring users from motorised travel
to public transport in Warrington. The new railway station
will include park and ride facilities to support this policy
objective.

Enables the regeneration of  A new railway station will facilitate sustainable
the Borough and supports regeneration of Warrington West, particularly the ongoing
economic growth residential growth of the Chapelford Urban Village, and
employment growth of Omega, Gemini and Lingley Mere.
Improves everyone’s access  The scheme will provide enhanced public transport
to health, employment, accessibility toward Liverpool, Warrington, Manchester, and
education, culture, leisure beyond via a new station on the CLC line.
and the natural environment
Improves everyone’s access  The scheme will offer immediate advantages in providing
to the town centre by all improved access to Warrington Town Centre, and other
modes of travel destinations along the CLC and further afield (including
Leeds, York, Nottingham and Norwich). The new station
will connect with bus services to key employment sites.
Improves neighbourhoods  The scheme will provide enhanced accessibility for

and residential areas residents in Warrington West. The station will lead to
improvement s for the built environment.
Improves safety and security  A new railway station will be designed to enhance safety
for all modes of travel and security for public transport.
Enhances the image and  The scheme will support increased prosperity and profile
profile of the place of the area on a national stage. This can only be beneficial
to the local communities within West Warrington. It will
enhance the profile of Warrington as a place to do
business.
Improves the quality of  A new railway station will include public realm
public space making improvements creating a gateway to the local Warrington
Warrington more welcoming West community.
Reduces the impact of traffic  The scheme will promote increased public transport use
on air quality in Warrington which will contribute toward a reduction in traffic congestion
and helps to reduce carbon (key factor for air quality/carbon emission metrics). The
emissions and tackle climate station will include park and ride facilities, allowing users
change from outside walking distance with the opportunity to travel
and substantially increasing the catchment of people able to
access the rail network.
Makes Warrington safer,  The station encourages sustainable travel.

sustainable and healthier
Integrates with transport  A new railway station on the CLC will further integrate
networks outside Warrington Warrington West with transport networks outside
to enhance sustainability of Warrington and enhance sustainable cross boundary travel.
cross boundary travel

3.9
Demonstrate how the scheme contributes to the objectives of any third party
organisations
Third party
Adjacent Land Owner: David Wilson Homes
objectives
The Chapelford Urban Village development was granted outline planning
permission on 13th May 2002 (99/40635). The Masterplan for the Urban
Village included local amenities, such as shops, health centre and primary
school to support over 2000 new homes. Alongside new homes and
amenities, sustainable transport was at the heart of plans, with the
development benefiting from a high standard cycle and pedestrian network, a
supported bus service in addition to an area of 1.5 hectares being identified
for a new station and associated car parking on the CLC line. The application
was accompanied by an illustrative masterplan appended to the S299A
Agreement as document PACE/UV/W/05.
David Wilson Homes will continue to be an important partner in continuing the
development of Warrington West station. The station will allow enhanced
accessibility to the new Chapelford Urban Village development. The
Chapelford Urban Village development is nearing completion with around
2,000 now built out of a planned 2,200 new houses.
Transport for Greater Manchester (TfGM)
The Greater Manchester 2040 Transport Strategy identifies the importance of
delivering better city-to-city connections between Greater Manchester and
major city regions and towns across the North. These connections are crucial
to achieving long-term success for the conurbation, supporting the critical
flow of goods, skills and information that will enable the UK to boost its long-
term productivity.
A new Warrington West Station will enhance east-west connectivity to
Liverpool and Manchester City Centre. The proposal complements TfGM’s
policy which aims to encourage passengers to access the public transport
network outside of Greater Manchester and minimise rail heading to stations
within the conurbation.
TfGM will continue to work closely with partners over the coming years to
deliver transformational improvements to city-to-city links needed to achieve
the Greater Manchester 2040 Transport Vision and support delivery of a
Northern Powerhouse economy.
A letter of support from TfGM is included at Appendix B
Franchisee – Northern Rail: Arriva Rail North Ltd
The Secretary of State provided the Franchisee with three key objectives in
the new Northern Franchise Agreement:
- To improve the efficiency
- To reduce the cost; and
- To enhance the revenue and earning potential of the delivery of
services to passengers.

The proposed Warrington West railway station will drive patronage growth,
supported by improved access opportunities and proximity to residential and
commercial sites delivering increased revenue for the railway, fulfilling the
third priority.
Business Proximity: Omega Development
Businesses will benefit from enhanced connectivity. Specifically, United

Utilities is an important regional employer in the area, with a large number of
employees travelling across the North West, and Omega Warrington is a
significant office, manufacturing and distribution development site. The
Omega development site comprises 233 hectares (575 acres) of mixed use
development land, while the Lingley Mere development site provides a total
of 1.25m sq. ft. of business space and related amenity facilities. The railway
station will support these business achieve their growth objectives by
facilitating improved access to the skills.
Network Rail
The Strategic Business Plan for England and Wales identifies Northern Hub
as an opportunity to support economic growth in the North of England
through enhancing the network between Manchester and Liverpool.
A new Warrington West railway station will enhance east-west connectivity

between Liverpool and Manchester City Centre and improve connections to
employment from surrounding residential areas.
Warrington Borough Council will work collaboratively with Network Rail and
their partners to ensure their key projects identified in the CP5 (2014-2019)
and overarching objectives for the rail network are achieved.
Merseytravel
The Corporate Plan 2016/2017 highlights that the importance of improving

connectivity through strategic transport initiatives linked to the Liverpool City
Region Growth Plan which highlights the importance of improved connectivity
feeding the economy through business efficiency and investment, and to
remove transport as a barrier to accessing employment and training
opportunities.
A new Warrington West railway station would increase the opportunity of

connecting Liverpool City Centre with the west of Warrington and reduce
traffic volumes on the highway network.
Merseytravel’s Long Term Rail Strategy highlights Warrington as a strong

example for better rail provision due to large numbers of commuter car trips
and out of the city region. A letter of support from Merseytravel is included at
Appendix B.

Highways England
The Road Investment Strategy outlines long-term programme for England’s

Motorways and major road to create smooth, smart and sustainable roads by
2040. Congestion on the Strategic Road Network impacts negatively on the
economy and the environment.
A new Warrington West railway station would provide an alternative mode of

transport, by reducing the reliance of private car use and will help to mitigate
traffic growth on the network and the subsequent congestion, particularly on
the M62 corridor between Liverpool, Warrington and Manchester.
A letter of support from Highways England is included at Appendix B.

3.10
Outline and explain what will constitute success for the project and how it will
be measured
Measuring
success Having established the objectives, and justified them using the ILM, it is
necessary to establish measures for success to inform future monitoring.
The successful delivery of the Warrington West railway station scheme
against the scheme objectives will be monitored as part of the post-opening
scheme evaluation. The Monitoring and Evaluation Plan is currently being
developed as part of the business case to be submitted to the Cheshire and
Warrington LEP.
The associated output measures defined by WBC are:

Objective 1
Support sustainable economic development across the west of
Warrington
Sub-objective 1.1
Facilitate sustainable take up of residential development sites in the west
of Warrington.
Sub-objective 1.2
Facilitate sustainable take up of commercial development / job growth at
surrounding employment locations including Omega, Lingley Mere and
Gemini.
Measures (monitoring scheme opening, +1 year, +4 years)
 Increase in completions, uptake and residential/commercial planning
approvals (no.) within Warrington West (planning register);
 Increase in the number of jobs/ employment density within the study area
(census/BRES); and
 Population growth (percentage increase) compared to Warrington Borough
Council, Cheshire and Warrington LEP and National averages (2021 and
2011 Census).

Objective 2
Improve accessibility / quality of public transport to/from the west of
Warrington
Sub-objective 2.1
Provide an integrated, high quality and secure gateway from the rail
network to residential and employment opportunities in the west of
Warrington.
Sub-objective 2.2
Enhance accessibility from the west of Warrington to employment
opportunities in Liverpool City Centre, Manchester City Centre and
Warrington Town Centre

 Reduced public transport journey times to key destinations as presented in
Sub-objective 2.2; and
 Increased accessibility (greater distance within specified isochrones
intervals) to places of employment and amenities (TRACC plots);
Objective 3
Support improvements to quality of life factors in the west of
Warrington
Sub-objective 3.1
Contribute towards limiting future traffic growth and congestion levels on
the local and Strategic Road Network in the west of Warrington.
Sub-objective 3.2
Contribute towards mitigating air quality issues that result from transport
related emissions in the west of Warrington.
Sub-objective 3.3
To encourage a shift to sustainable travel modes, including the promotion
of active travel for residents in the west of Warrington.

 Modal split of outbound journeys from Chapelford and other residential
areas – increase % of trips undertaken by public transport (2021 Census
journey to work data compared to the 2011 data);
 Patronage for Warrington West railway station – increase versus existing
Sankey-For-Penketh/modelling figures (ORR patronage figures);
 Improved air quality metrics at designated monitoring sites.

3.11
Demonstrate how the project has been developed around constraints and
dependencies, with consideration any other programmes and projects
Constraints which are underway
and
dependencies Set out the key constraints that may hinder the development, delivery and
ongoing operation of the project
Governance and Funding: Internal WBC funding for the scheme is limited.
In addition to this application for New Station Fund finance, the scheme
funding includes contributions from WBC, LEP/Government and the private
sector. Receipt of New Station Fund financial support is required to bridge
the funding gap and commence delivery of the scheme.
Personnel: The availability of staff resources in the market (including

recruiting in-house / procuring external support) is a constraint. To mitigate
the risk, Warrington Borough Council has engaged Balfour Beatty through
the SCAPE Framework to advance development and subsequent delivery
of the scheme subject to satisfactory approval of all scheme funding.
Programme: The commissioning of Balfour Beatty and the delivery of the

new station against the construction programme is dependent on the
release of full funding and obtaining relevant permissions/licences for the
scheme.
Access to the rail network and obtaining possessions: Prior to works

commencing on site, the contractor will obtain all necessary permissions
from Network Rail. The programme will as far as reasonably practical
minimise disruptive possession requirements in consultation with Network
Rail.
Planning permit approval: Before commencing on site, the contractor will

ensure proposed works are in accordance with planning permission
decision and conditions. This may entail seeking amendments to existing
endorsed plans. As mentioned in Section 6, the currently consented
scheme is different from the value engineered scheme in a number of
areas, in particular the size and location of the station building and the car
park layout. The revised scheme is likely to require a further planning
application. However, the revised scheme retains the majority of the current
scheme principles and the list of conditions is expected to be broadly
similar. Therefore, a complete list of planning permit conditions is included
for information as set out in Notice 2015/26124 (See Appendix E).
Contaminated Land: The sites previous use as an air base means that
there could be areas of contaminated land that will require removal and
remediation. Furthermore, material has been stored on the site during the
ongoing construction of the Chapelford Urban Village. Due to the proximity
of this land to the active diesel railway there is the possibility that it is also

contaminated with some diesel products. Remediation and verification shall
be carried out in accordance with an approved strategy endorsed by the
Local Planning Authority.
Watercourse: There are no natural surface water features located on the

site. However, two reservoirs were historically situated in the centre of the
site. These facilities appear to have been in-filled. There are several small
drains in the site vicinity (within 250m of the site boundary). Whittle Brook is
located 385m east of the site, flowing north to south. Sankey Brook, the St
Helens Canal and the River Mersey are located over 1km to the south of
the site.
Drainage: The site includes poor drainage in many areas which may be
related to the infilling of balancing ponds. Drainage schemes for the
disposal of surface waters for the entire site will need to be submitted to
Council by the contractor prior to commencing on site.
Traffic Generation and Access: The scheme includes a new car park
which will result in increased vehicular movements in the vicinity of the
station. The approved planning permit ensures that the new access roads
have the capacity to accommodate the increased traffic relating to the
station as well as movements associated with Chapelford Urban Village.
Construction Feasibility: Extensive works are due to be undertaken by

Network Rail as part of Northern Hub. There is potential that the volume of
works being carried out, particularly within the North West may place a
burden upon the construction resources and materials within the area.
Careful consideration of the construction programme and requirements has
been evaluated in order to ensure that construction capacity does not
impose a constraint upon the proposed development. To relieve the
potential burden and liability on Network Rail, WBC has appointed Balfour
Beatty as their construction delivery partner for the scheme through the
SCAPE Framework subject to satisfactory approval of all scheme funding.
Station Calls: Securing the station calls has been a key risk for the
development of the scheme, which has culminated in their securement via
the Franchise Agreement. The Northern Rail Franchise Agreement has
now been signed and formally adopted for the Northern franchise. Rail
North has confirmed that “Warrington West is in the formal Train Service
Requirement (TSR) which can be found at
‘https://www.gov.uk/government/publications/northern-rail-2016-rail-
franchise-agreement’. We would expect Northern to comply with their
obligations under the franchise agreement” (Rail North email 7 October
2016). WBC will continue to work with rail industry partners via the railway
industry processes to finalise the timetable in preparation for the opening of
Warrington West.

3.12
Outline and explain any other potential solutions which have been
considered and the justification/ process of how construction of the new
Other station became the best solution. This should include reference to other
potential mode-based options
solutions
identified A number of studies have been undertaken in the last 15 years that inform
the option assessment. These include:
- Chapelford Station Study completed by Allott & Lomax in 1999;
- Skeltons Bridge Assessment completed by Peter Brett Associates

(2003);
- Chapelford Station Masterplan completed by Jacobs Consultancy in

2003;
- Chapelford Railway Station Draft Business Case completed by WSP

in 2004;
- Option Study 2007/08: Outline station design and costing; Initial

optioneering – revolving around the identification of different service
pattern options to serve the new station; Detailed train service
impact assessment (using Railsys); Demand and revenue
forecasting; and Option business case appraisal;
- Update of Scheme Business Case (AECOM: September, 2014);
- Phase 1 Environmental Assessment (Atkins for Buckingham Group:

May, 2015);
- Statement of Community Involvement (Network Rail: June, 2015);
- Transport Assessment (Atkins: June, 2015); and
- Value Engineering (Balfour Beatty, 2016).
The option appraisal initially assessed various public transport options, and
concluded that a heavy rail option was the most appropriate.
A long list of service options was then developed and circulated to the
stakeholders for comment. This included various timetable permutations.
The options considered included assessment of interventions at the existing
Sankey-for-Penketh station and/or a new station west of Warrington. Based
on the above, a short list of options was identified for consideration.

Sankey-for-Penketh
Four scenarios for Sankey station were discussed through consultation with
stakeholders; full closure, downgrading, no change and enhancement. It
was concluded that each of these scenarios would need to be
accommodated and assessed through to GRIP Stage 3. The latter of these
options – enhancement to Sankey-for-Penketh railway station – was taken
forward to the short list for further assessment.
New Station west of Warrington
The GRIP 3 report identified a new station west of Warrington as the

preferred option with the preferred option taken through the planning
application process. The scheme obtained planning consent in 2015.
Value Engineering Process
In 2016, Warrington Borough Council engaged Balfour Beatty to develop a

Value Engineering Plan. This process was undertaken firstly to review the
cost and delivery programme of the consented scheme in order to validate
the costs to ensure they were robust. The process was also used to identify
opportunities to save cost within the scheme to deliver a more affordable
solution and at the same time identify potential opportunities for
enhancement.
Two workshops were held in September 2016 to test ideas with WBC
stakeholders, design team, Network Rail and the TOC. This work led to the
development of 2 additional costed options (in addition to the consented
planning design option). The second workshop was used to review the 3
new station options using an agreed RAG list. Programme
options/possession strategy/acceptability to planning was also reviewed as
part of this process.
Short List of Options
Based on the above, four options were considered in the short list for
assessment. Table 3.12.1 summarise the three alternative options
subsequently discounted through the option assessment process; Option 3
(which is the preferred option) has already been discussed in our responses
to Questions 2.1 and 2.2.

Table 3.12.1 Alternative Shortlisted options
Scope Option 1 Option 2 Option 4
Description Consented rail Value Engineered – No Upgrade to
station design station building Sankey-for-
Penketh
railway station
Parking 268 bays Reduced size car park No additional
including 14 in the first instance, size car parking
disabled bays. would increase in line
with predicted demand.
Early start on
car park & Reduce by 60 Standard
road car parking bays.
14 Disabled.
Access Improved Improved pedestrian
pedestrian route.
route.
Access
opposite flats.
Building 9 Bays. No station building. Additional staff
/ booking office
330 sqm. Ticket vending
shifts
machines on platform.
Plaza to front.
Unmanned station.
Retaining
structures. Standard shelters on
platform.
Canopy
waiting areas.
External Cycle parking Cycle parking in an
adjacent bldg. unmanned location.
MP gas and No impact upon utilities.
trunk water Reduced retaining
main structures.
diversions.
Standard footbridge.
Retain material on site.
Planning Current Will require revised
Status Planning planning application
Consent
Capital £20.54m £15.79m -
Cost1
1
excludes indicative cost of extending access road – to be covered by WBC outside NSF

Discounting Option 4 – Upgrade to Sankey-for-Penketh
Option 4 (upgrade to existing Sankey-for-Penketh) was discounted for the
following reasons:
- The evidence review highlighted that the 2011 population density is

higher around the proposed Warrington West railway station location
than the existing Sankey-for-Penketh railway station which generally
has a density below 50 persons per hectare. Therefore options at
Warrington West are more appropriately located to serve the
community;
- Population growth between 2001 and 2011 was shown to support
Warrington West, not Option 4;
- The existing Sankey-for-Penketh railway station is not conveniently
situated for road connections to the wider North Warrington area; is not
well placed in terms of bus access and is constrained in terms of ability
to provide park and ride facilities;
- A new station at Warrington West has greater capacity and capability to
capitalise on the growing residential and employment catchment
demand for travel surrounding West Warrington (in part due to new
housing at Chapelford Urban Village, and growth in employment
locations such as Omega and Lingley Mere) compared to upgrading
the existing Sankey-for-Penketh station location;
- Upgrades to Sankey-for-Penketh station will not support the Council to
achieve their vision for a Warrington West railway station that becomes
the “western equivalent” of Birchwood railway station, which serves a
large and growing employment and residential area;
- Analysis of 2008 interview data indicated that the majority of existing
users (circa 75%) at Sankey-for-Penketh station would be no worse off
(in terms of access to the station) if Warrington West replaces Sankey-
for-Penketh as the key station serving the west side of Warrington; and
- The constraints of Sankey-for-Penketh railway station, combined with
the potential of a new station at Warrington West to attract new train
services, mean the business case for a new station at Warrington West
is stronger than any potential upgrade to the existing Sankey-for-
Penketh railway station.
Discounting Option 1 and 2 – Consented Option / Value Engineering –

No Station Building
The following highlights the rationale that the remaining Warrington West
railway station options were discounted (Options 1 and 2):
- Option 1 is the most expensive option at £20.54m and is considered

unaffordable. This is the main determining factor that discounts this
option.

- Option 2 is approximately £1.44m cheaper than the Preferred Option
and £4.75m cheaper than Option 1. This is largely associated with no
station building being delivered within the design which is likely to be
unacceptable to the public and stakeholders;
- The omission of a station building (Option 2) would not provide a high

quality gateway from the rail network to residential and employment
opportunities in the west of Warrington, which in turn would mean the
project would not meet the stated objectives. The standard of station
delivered for the preferred option for an additional £1.95m capital
investment is significantly improved compared to Option 2;
- Delivering a station with no building is a planning risk. A new planning

permit application will be required due to a significant departure in the
scope of the proposal and is likely to encounter opposition of
stakeholders;
- Option 2 has 60 less car parking spaces. The reduced car parking in
Option 2 impacts the Business Case and may lead to anti-social
parking in the residential areas; and
- Warrington West could be incorporated as one of Northern Rail’s

designated “Northern Connect” stations where there is a requirement to
meet a minimum set of facility and quality standards as defined by
Northern Rail. Option 2, as an unmanned station, may place this
designation at risk.
Scheme Objectives
A standalone qualitative assessment of the performance of the scheme
shortlisted options was also undertaken against the identified scheme
objectives. Table 3.12.2 summarises the performance of each route
(including the preferred option 3) using a 4 point scale with three ticks
representing strong alignment against an objective and no ticks representing
no alignment with an objective.
The assessment highlighted a strong alignment between Options 1 and 3 and
the scheme objectives. The location, function and facilities provided were
identified to deliver a gateway that supports existing and proposed residential
and employment in western Warrington. These two options were also
considered to promote the greatest potential to deliver modal shift toward rail
from the car supporting quality of life (objective 3). Conversely, Option 4
(upgrade to Sankey) did not demonstrate the same strategic alignment as the
constrained site is unlikely to facilitate sustainable residential and commercial
development at Chapelford and employment sites to the north. Option 2 did
not demonstrate the same strategic alignment as Option 1 and 3 owing to the
reduced function of the station without a building or staffing, and inability to
operate as a Northern Connect station.

Table 3.12.2: Scheme Objective Assessment
Scheme Option 3
Option 1 Option 2 Option 4
Objectives (Preferred)
Objective 1    -
Sub Objective 1.1    -
Sub Objective 1.2    -
Objective 2    
Sub Objective 2.1    
Sub Objective 2.2    
Objective 3    
Sub Objective 3.1    

3.13
Outline and explain the implications of not constructing the station, and the
issues with this 'Do-Nothing' scenario
‘Do-Nothing’
scenario The proposed station has a critical role in supporting committed residential
development within Chapelford Urban Village, as well as serving the Omega
and Lingley Mere employment sites and other growth areas such as the
Briarswood Village development immediately to the south of the proposed
station. Warrington West Station therefore has some strategic significance in
terms of the regeneration and continued economic growth of the wider
Warrington area.
Chapelford Urban Village will be the predominant trip generator but the
employment sites will also be a major trip attractor. A station that meets the
long term transport needs of all these sites is required. Its role within the
emerging transport strategy for the area will need to fully integrate with other
modes to enable the station to realise its fullest potential. It is important to
note that the station site is already highly accessible by all modes of transport
with excellent walking/cycling links, a range of bus services already in place
which will directly serve the site and with excellent connections by road to the
planned large station car park, which will encourage park and ride use of the
station.
Without the scheme it is likely a high proportion of those journeys into
Warrington town centre and beyond to Manchester and Liverpool will be
undertaken by car, impacting on congestion and environmental issues.

3.14
Outline and explain any previous attempts to secure funding for this project
and provide details of the reasoning why those attempts proved to be
Previous unsuccessful
funding
attempts The scheme has successfully received funding through the Cheshire and
Warrington LEP Local Growth Deal, coupled with funding from WBC’s Capital
Programme and some Section 106 funding contributions (further details
regarding these are discussed in the Financial section of this application
(Question 4.4).
New Station Fund Round 1
Warrington Borough Council submitted an application to the New Station

Fund in 2013 for Warrington West railway station. A copy of the decision
letter can be found at Appendix F.
The letter highlights the following reasons as to why that particular application
was unsuccessful at that time:
- Not all third party funding had been confirmed. As set out in our
response to Question 4.4, funding to just over £13m has now been
confirmed.
- Proposal needs further work in certain areas to achieve the required

GRIP Stage 3. This was known at the time of application but WBC was
encouraged to submit their application nonetheless. The scheme has
now been progressed through to GRIP 3 by Network Rail and more
recently, and going forward, by Balfour Beatty (refer to response to
Question 2.10). We note that the key criterion for NSF2 is not that a
scheme is at GRIP Stage 3 at the time of application, but that the
scheme achieves GRIP Stage 7 by March 2020. The programme for
delivery of the station highlights that the expected opening date for the
station is Spring 2019.
3.15
Demonstrate how the scheme will encourage the use of sustainable transport
modes (cycles, buses, electric vehicles etc.) by passengers when travelling to
Sustainable the station
transport
Pedestrian and Cycle Routes
The focus of the design concept for the station is that cyclists and pedestrians
have priority and dedicated rights of way. This principle complements the
‘Greenways’ concept that is currently being adopted by WBC and features in
the Masterplan for the Urban Village.
Pedestrians accessing and using the station will have priority over all other
forms of transport within the station site. The detailed design will provide for
quality signage and lighting throughout the area to give safe, informed and
secure routes to the station as well as providing linkages into the wider
communities both north and south of the railway.

Secure parking facilities will be provided for cyclists to the rear of the building.
In developing the scheme towards a detailed design, we would look to
undertake further consultation with local cycling groups, Northern Rail (the
proposed Station Facility Operator) and also Cheshire Constabulary.
Bus Facilities
The station will be served by three bus stops with adjacent layover space
positioned outside of the station building to give flexibility to support
commercial services, shuttle buses to Lingley Mere and Omega employment
sites and to cater for Rail Replacement services when required. These stops
will mainly serve the large catchments to the west and north of the station.
In addition, two further stops are located to the south of the rail line and
served via Skelton’s bridge. Existing services to Penketh to the south would
ensure a high level of public transport accessibility between the station and
the whole of West Warrington.
It is currently envisaged that all stops will meet or exceed the Council’s
current standards with raised boarding, quality shelters, Real time information
and static printed timetables. Post the station opening it is anticipated that
with the growth of the residential areas of Omega and Lingley Mere a bus
operator will provide a service linking Warrington West to these residential
and employment areas.
Figure 3.15.1 demonstrates the connectivity of the proposed site for the new
station in terms of sustainable transport linkages.
Figure 3.15.1: Warrington West – Sustainable Transport Links

3.16
Demonstrate how disruption to existing services on the line will be minimised,
including what plans would be put in place to reduce possession time
Passenger
disruption Balfour Beatty has a wealth of experience of delivering Network Rail Assets
with minimum disruption to the rail network. Balfour Beatty has had initial
discussions with Network Rail and who have agreed the general working
principles of Green Zone working during line-blocks or night-time / evening
possessions in order to minimise the impact of the works on the travelling
public. It is not currently proposed to book any disruptive possessions on this
project; however this will be reviewed with Network Rail prior to
commencement of the works.
Preliminary Works – Line-block + Signal notice (night time line-block

operations)
In order to minimise the risk associated with damage to the existing rail
infrastructure, before any works proceed within the NR boundary, remedial
activities will be completed to replace and slew the existing Signalling and
Telecommunications cables currently visible on site away from the Cess and
on to the track sleeper ends. Using planned line-blocks, new Signalling and
Telecommunications cables will be laid, tested and placed into a split duct
along the length of the effected work area to confirmed cable joints or
agreed jointing positions. Under signal notice the Signalling and
Telecommunications cables will be tested, cut, jointed, tested and re-
commissioned returning the line back into full use prior to line re-opening.
Once the cables have been laid onto the sleeper ends, 1.25m (from running
rail) Vortok safety barrier will be installed on both sides of the track along the
entire length of the agreed worksite. Permanent Way safety access gates
(positions of safety) will be installed every 40m along the Vortok safety
barrier, supported with lighting for any night time working activities that are
required. This will provide a safe, green-working zone at trackside and will
be left in-situ for the duration of the project. Additional safety measures will
be taken, such as adjacent line working conditions between daytime and
night time train line-blocks to avoid unnecessary disruption to the safe
operation of the line.
Green Zone working behind Vortok safety barrier
Working behind the Vortok safety barrier ensures line speed is maintained at
80mph and there is a clear protection zone between the operational track
and the Cess / Cutting working area.
Works are to proceed under the supervision of NR safety representatives as

follows:-
- De-Vegetation of the rail cuttings on both sides;
- Temporary Works to retaining structures;
- Earthworks;

- Drainage – trackside drain diverted to new alignment;
- Retaining structure installation;
- Foundations (pile/pad) platforms, bridge and lift;
- Platform structure – minus cantilever structure/coping;
- NR boundary fence; and
- Bridge and Lift structures (depending on the activity will require
additional protection measures such as slew restrictors applied to
the machinery used and/or line-blocks).
Non-disruptive Possession Work
This involves the high risk works and will be fully planned with NR approval
as a night time track possession to ensure the maximum level of safety is
achieved. The activities that fall under this scope are as follows:-
- Lifting and placement of the pedestrian foot bridge across the track
alignment.
- Platform edge coping installations.
- Track slew and tamp to new track / station alignment.
The lift and installation of the pedestrian footbridge will be planned to be

completed during a night time possession. Given the high risk of the
operation, works are fully pre-planned and agreed with NR before works are
approved to proceed. The bridge will be pre-assembled on site prior to
installation and suitably dismantled to suit the lifting plan requirements. The
lifting process with a fully subcontracted lift and completed in controlled
manner and during one night time possession.
The platform edge coping installation is considered a high-risk activity due to

the risk of potential train-strike damage. The final position of the platform
coping will not be permitted to encroach into the Kinematic envelope and
therefore each section of the work will be completed during night time
possession / line-block conditions and prior to the possession work being
handed back it will be checked for alignment, verified and approved as safe
in the temporary or permanent condition for the line to re-open in order to
ensure that it is clear of any risk to the running trains. This process will be
repeated until all coping work has been completed on both platforms. Due
regard will be taken of the additional clearance required to facilitate the slew
and tamping of the track into the new alignment when placing the copings.
There is a requirement to slew and tamp the track by approximately 50mm.

Depending on the work scope required, final completion of the work to re-
align the track to the platform’s edge could be undertaken under an
extended evening / weekend possession. This is to ensure maximum levels
of safety are applied to the work and that all works can be fully completed
during the possession. All processes are fully planned and agreed with NR
before approval is given to enable the work to proceed.

All of the construction phases for the project will be planned to ensure there
is no passenger disruption to any current or future services. If there is any
risk of not completing the planned work during a possession, work will be
stopped to ensure that the track is safely handed back to NR operation in full
Safe working order.
The perimeter of the work site will be fully secured at all times to prevent
trespass or nuisance as a consequence of the works and security will be
provided out of hours to protect the rail network within the confines of the
work site.
Due regard will be given to night time working and illumination of the working
area to ensure that glare is avoided to oncoming trains as they pass the
worksite.
No works will be permitted to start on site until they are fully planned and
agreed with Network Rail in terms of design and working methodology. The
works will be monitored by Network Rail in conjunction with Balfour Beatty to
ensure that the rail network continues to operate unhindered by the project.
Other useful information to support the Strategic Case

Economic and Financial Cases
The Economic Case is used to identify the key economic impacts of the scheme, and its
overall value for money. This includes consideration of the passenger demand forecasts
and the assumptions made in the modelling. The Financial Case is used to present
evidence of the scheme’s affordability including revenue impacts, outturn and maintenance
costs.
The Business Case Summary spreadsheet (www.networkrail.co.uk/NSF) should be

completed to capture financial, economic and wider impact data. Your responses to the
below questions should be supported by the data provided in the spreadsheet. Based
upon the amount of NSF funding requested, table on Page 3 outlines the tabs in the
spreadsheet that you must complete as a recommended minimum.
4.1
Enter the calculated BCR for the New Station
Benefit Cost The BCR for the scheme is 4.1, which represents ‘very high value for money’.
Ratio (BCR)
Costs (enter costs in 2016/17 prices)

4.2
Enter the total project capital cost to the nearest £1000, and outline how the
funding will be spent.
Total Project
Capital Cost NSF2 Project estimates should contain all efficiently incurred NSF2 Project
costs at each stage for the development and implementation through to the
start of full station operation, including but not limited to:
 Delivery Agent’s project management costs;
 any land/property purchase or transfer costs including compensation costs
where applicable;
 costs for securing any necessary access, consents, planning permissions
and/or approvals;
 supplier, Contractor and agency costs incurred in relation to the NSF2 Project;
 financing charges to support NSF2 Project costs including associated interest
charges until full NSF2 Project completion of all Development Deliverables
and Implementation Deliverables and associated requirements;
 costs for the development of any necessary commercial or regulatory
arrangements;
 costs for securing any required activities or services provided by Network Rail
(such as sponsorship support and asset protection services), by the
prospective TOC, SFO or other third parties to support the delivery
arrangements; and
 any other proper, efficient costs of delivering the Development Deliverables
and Implementation Deliverables

The full cost of the project is £17,273,752 at 2016 prices.
Table 4.2.1 below sets out the cost breakdown for the development, design
and delivery of Warrington West Station. The cost includes: the provision of all
rail-side infrastructure including platforms, lifts and stair access; the station
building and plaza; and the large park and ride car park.
As well as design and construction costs, the breakdown of costs includes

Network Rail costs both to date and projected for approvals and management
costs throughout the delivery of the project. The Promoter costs include
activities such as project management, legal and property advice, business
case preparation, consultation, planning and post scheme evaluation.
Table 4.2.1 – Breakdown of Project Costs
Item Cost £
Control/Electrical/telecoms £ 660,539.46
Track works £ 246,342.94
Structural works £ 5,482,184.39
Car park facilities £ 1,320,013.98
Station building £ 1,596,539.90
Station frontage/public realm £ 694,757.40
Sub total £10,000,378
Design £ 1,641,161
NR possession/management costs £ 2,664,020
Promoter costs £ 585,189
Construction contingency/risk £ 2,383,004
Total capital cost £17,273,752
Figure 4.2.1 – comparison of

costs versus proposed funding
Figure 4.2.1 demonstrates the

above costs, split down by
broad area of expenditure
(including associated design,
promoter and management
costs) compared to the
currently secured funding and
the funding requested from
New Stations Fund 2.

4.3
Enter the details and the total to the nearest £1000 (permitted to be up to 75%
of total capital costs)
Total Funds
requested The total funds requested from the NSF 2 are £4,229,752 (2016 prices)
from NSF2
4.4
Enter the total third party funding to the nearest £1000. Outline the sources of
the funds and provide evidence that funding has been committed
Total funds to
be provided The total funds to be provided by identified third party sources are £13,044,000
through (2016 prices).
identified third
party sources A breakdown of the funding sources is provided in Table 4.4.1 below. The
necessary evidence is contained in Appendix H accompanying this
application.
Table 4.4.1: Secured Funding Sources
Funding Source Amount Evidence
Local Growth Fund (C&W LEP) £6,530,000 Refer to

Appendix H
WBC Capital Programme £4,310,000 for evidence
of third party
WBC LTP Grant (Integrated Transport £350,000 funding
Block)
S106 Contribution (Davis Wilson £520,000

Homes)
S106 Contribution (Gemini 16) £1,334,000
Total £13,044,000
4.5
Enter the details and the total to the nearest £1000. Costs should sustain the
asset for the agreed asset life
Annual
operations, Annual Operating Costs
maintenance
and repair The source for operating costs has been Arriva Rail North Limited. Estimated
costs annual operating costs for Warrington West are presented in the table below
and were supplied by Arriva Rail North Limited based on their observed
operating costs at similar stations that they currently operate.

Table 4.5.1: Warrington West Annual Operating Costs
Operating Cost Annual Cost Notes

Element
Staff £63,000 Two shifts / includes

overheads and cover
Maintenance & £77,000 Adjustments made to

cleaning cover a 268 space car
park and electric charging
points
Utilities & comms £34,000
Total £174,000
2016 prices
In addition, there will be some savings in operating costs at Sankey station as

the level of service is reduced at this station once Warrington West opens for
business. There is currently 1 staff shift at Sankey, which is assumed to
transfer to Warrington West. Arriva Rail North Limited provided the current
operating costs for Sankey and advised how these would likely reduce once
Warrington West opens:
- current annual operating costs at Sankey: £53,000
- anticipated annual operating costs at Sankey once Warrington West

opens: £17,000
This represents a £36,000 saving in operating costs.
Therefore the overall net operating costs position for the scheme (which has
fed into the scheme appraisal) can be summarised as:
- net annual operating costs: £139,000
Renewals and Replacement Costs
Renewals and replacement costs are normally determined as a function of the

original capital costs (frequency and proportion of cost by cost element) and
these have been calculated bottom up by WBC based on the emerging capital
cost for the scheme. For example, the table below illustrates how the renewal
and replacement costs associated with the car park have been determined:

Table 4.5.2: Calculation of R&R Costs for Car Park
The costs are then converted into an ‘annual equivalent’ cost for input to the
scheme appraisal process.
If this level of detail is unavailable, then it is possible to use Network Rail’s

Long Term Charges (LTC) levied on the SFO as a proxy for renewals and
replacement costs.
Based on the above, the following renewals and replacement costs have been
determined for Warrington West:
Table 4.5.3: Warrington West Annual Renewals & Replacement Costs
R&R Cost Annual Cost Notes

Element
Car Park £30,000 This cost is anticipated to be borne by WBC
Station Building £17,000 Calculated based on initial capital expenditure

and footprint
Rail side costs £20,000 Based on anticipated LTC to be levied by Network

Rail. Estimate provided by Arriva Rail North Limited.
Covers ‘rail side’ elements only – that includes items

such as platforms, overbridge, lifts, platform furniture,
etc
Total £67,000
2016 prices
Arriva Rail North Limited has advised that they would not anticipate the LTC at
Sankey to change once Warrington West opens.
The above costs have been fed into the scheme appraisal.
It is acknowledged that NSF2 cannot be used to finance the operation or

maintenance costs of the new station.

4.6
Enter the details and the total to the nearest £1000
Annual The NSF2 cannot be used to finance the net operating cost of the train
Operational service – the applicant must demonstrate that the proposed train service
Costs for covers its net operating cost from newly generated revenue
Train
Services OR;
the promoter must agree to fund the net funding shortfall for the first three
years, after which the service must cover its net operating cost from newly
generated revenue
There are no anticipated impacts on train service operating costs imposed by

the introduction of Warrington West station.
Our response to Question 2.7 sets out the estimated net position in terms of
impacts on overall rail industry subsidy (the balance between net incremental
station operating costs and net incremental revenue arising from the
introduction of the new station). It is anticipated that the net incremental
revenue generated by the new station will cover the net incremental station
costs associated with running the new station.
4.7
Outline and explain all assumptions made when developing the project /
operating / service costs
Assumptions
The ongoing cost estimates have been sourced from the rail operator (Arriva
Rail North Limited) or have been worked up by WBC based on the capital
costs for the scheme. This has been explained in our response to Question
4.5. The costs advised by the train operator are based on observed costs at
similar stations that they currently operate and we are therefore confident that
they will be representative of the costs likely to be incurred at the new station.
The core proposition remains that once Warrington West opens then the level
of service provided at Sankey station will reduce accordingly. This will result in
the current staff shift transferring to Warrington West.
Within the scheme appraisal process an allowance has been made for real
price increases over time. Operating costs are increased by +1.2% per annum
and renewals and replacement costs by +1.5% per annum. Both are based on
evidence held by the consultant as used by other organisations. The value for
operating costs is a weighted average of staff and non-staff related real cost
increases.
The scheme appraisal assumes that these costs are split between WBC and
the rail industry, and these splits have been set out in our response to
Question 4.5 above, and summarised below

Table 4.7.1: Summary of On-Going Costs
Organisation Annual Opex Annual R&R Total
WBC £64,000 £30,000 £94,000
Rail Industry £75,000 £37,000 £112,000
Total £139,000 £67,000 £206,000
4.8
Outline and explain the contingency funding required and costs identified
through the risk assessment process
Contingency
funding The Value Engineering process has included the development of a fully
quantified register of risks.
This output from this is a Quantified Risk Register, which would be updated
and reviewed throughout the life of the project.
Financial values are assigned to each risk as part of this process, resulting in a
robust contingency allocation rather than a standard figure which is not
informed by an understanding of the specifics of the project.
The full QRA can be found in Appendix J
4.9
Outline and explain any other dependencies which could impact on the cost
plan (for example, other works required to upgrade the line)
Other key
dependencies We are not aware of any further key dependencies which could impact on the
costs beyond any that have been noted in our responses to Questions 4.1 to
4.8.
4.10
Demonstrate how soon after the opening of the station will it become self-
financing (including the costs from services)
Station costs
Assuming a discount rate of 3.5%, the station is forecast to break even on
costs in 2029/30. This is based on the analysis undertaken in the Business
Case Summary Spreadsheet (Appendix G)

Passenger Demand Forecasts
4.11
Outline and evidence the annual passenger demand for the new station over
the first 20 years of operation as a minimum
Annual
Demand for The demand modelling for the new station covers a number of different market
new station segments, each requiring a bespoke modelling process in order to robustly
estimate potential demand. These are summarised in Table 4.11.1 and further
details are contained in the report “Warrington West Station: Second Update of
Scheme Business Case” (AECOM, Nov 2016), contained as Appendix C.
Table 4.11.1: Summary of Demand Forecasting Methodology
Market Segment Demand Approach

Local catchment (up to Trip rate based approach as a function of population within 2km
2km) of station, with additional functionality to be able to differentiate
by service frequency. Trip rates derived from surveys
undertaken at existing local stations.
Station choice sub-model used to allocate this demand to either

Sankey or Warrington West.
Account also taken of demand switch from Warrington Central.
Park-and-Ride beyond Station access model, sourced from Passenger Demand

2km catchment (existing Forecasting Handbook (PDFH), used to determine what
rail users at other proportion of existing rail demand Warrington West station
stations) might attract from other stations (such as St Helens Jct and
Warrington Central, etc).
Park-and-Ride beyond Mode choice model used to establish what proportion of

2km catchment (mode existing car users might switch to using rail via Warrington
switch from car) West.
Inbound demand local For jobs located within 2km of Warrington West a trip-rate
commuting demand based approach was developed as a function of the number of
jobs. Trip rates derived from surveys undertaken at existing
local stations.
A mode choice model used to establish choice between car or

rail (via Warrington West) for commuting journeys to
Omega/Lingley Mere developments.
Other (i.e. non-commuting) inbound demand calculated via

application of an uplift factor based on observed data at other
existing stations.
Other timetabling Use of MOIRA to establish changes in demand due to

impacts timetable changes at existing stations or additional journey time
due to extra stop.

This process allowed all potential demand impacts to be modelled, including
the identification of that element of demand which is ‘new to rail’ and which has
been abstracted from other stations/services. The process also takes account
of the demand impact of additional journey time on existing through
passengers.
Table 4.11.2 sets out the annual demand for the new station over the first 20
years of operation, broken down by the core market segments. These results
include demand ramp-up assumptions (refer to Question 4.14) in the first years
of operation. Demand growth is either based on locally derived forecasts (local
catchment market segment) or adoption of Network Rail’s LTPP forecasts
relevant to the corridor.
Table 4.11.2: Demand Forecasts (for years 1-20)

Year Warrington West Station Demand Net Impacts
Local P&R Inbound Total Reduction Jny Net
Catchment at time Total
existing impacts
stns
2019 101,423 180,591 62,094 344,108 -140,263 -23,957 179,888
2020 165,001 301,112 99,030 565,143 -243,710 -35,093 286,340
2021 206,390 347,684 122,598 676,672 -271,239 -38,185 367,249
2022 237,413 381,559 139,645 758,616 -292,906 -41,357 424,352
2023 257,004 407,226 149,756 813,986 -315,043 -44,611 454,331
2024 264,100 410,826 152,517 827,443 -319,080 -45,310 463,054
2025 271,196 414,426 155,279 840,901 -323,116 -46,008 471,776
2026 278,292 418,025 158,040 854,358 -327,153 -46,707 480,498
2027 285,388 421,625 160,802 867,815 -331,189 -47,405 489,221
2028 292,484 425,225 163,563 881,272 -335,226 -48,103 497,943
2029 299,580 428,824 166,325 894,729 -339,262 -48,802 506,665
2030 306,676 432,424 169,086 908,187 -343,299 -49,500 515,388
2031 313,772 436,024 171,848 921,644 -347,335 -50,198 524,110
2032 320,868 439,624 174,609 935,101 -351,372 -50,897 532,833
2033 327,964 443,223 177,371 948,558 -355,408 -51,595 541,555
2034 335,060 446,823 180,132 962,015 -359,445 -52,293 550,277
2035 342,156 450,423 182,893 975,473 -363,481 -52,992 559,000
2036 349,252 454,022 185,655 988,930 -367,518 -53,690 567,722
2037 356,348 457,622 188,416 1,002,387 -371,554 -54,388 576,444
2038 363,444 461,222 191,178 1,015,844 -375,590 -55,087 585,167
Single journeys
The demand forecasts generated by the model have been benchmarked

against observed demand at similar stations across the North West. In
particular, direct comparisons can be drawn with Birchwood station which fulfils
a similar role on the eastern side of Warrington and enjoys the same level of
service.

Birchwood is expected to have a demand of circa 800,000 journeys by 2020
(based on current station usage (source: ORR) and with Network Rail LTPP
growth applied). The 2020 forecast for Warrington West compares well to this
usage at Birchwood (without ramp up 773,615, with ramp up becomes
565,143).
Special mention should be made regarding the forecast impact at Sankey

station. Once Warrington West opens, the level of service at Sankey station
will reduce from the current hourly service to a single peak train in each
direction (i.e. 4 trains per day). It is estimated that the demand at Sankey will
therefore reduce by over 80%.
4.12
Enter the % of annual passenger demand that is ‘new to rail’
Annual This can be deduced from Table 4.11.2 above in Question 4.11. In 2020 the
Demand - proportion of demand at Warrington West which is new to rail is 57%. In 2025
'new to rail' this figure becomes 62%.
4.13
Enter the % of annual passenger demand that is ‘abstracted from other
services’
Annual
This can be deduced from Table 4.11.2 above in Question 4.11. In 2020 the
Demand -
proportion of demand at Warrington West which has been abstracted from
'abstracted
other stations/services is 43%. In 2025 this figure becomes 38%.
from other
services' In addition, it should be noted that there is a proportion of rail demand lost due
to the increase in journey time for existing through passengers.
4.14
Passenger demand forecasts should allow for a 'ramp-up' of demand after
opening and identify and explain the date from when full demand will be
Peak achieved
Demand
The demand model estimates demand for forecast years 2018, 2020 and
Forecast
2040. Demand in other years is assumed to be determined by linear
interpolation. The station is expected to open in the middle of 2019 and
therefore our demand ramp-up profile, applied to calendar years in the model,
had to take account of an initial half-year.
All demand ramp-up factors have been sourced from PDFH V5.1 Section B12,
where different ramp-up profiles are presented for differing impacts.
Adjustments have been made to accommodate the initial half year and to allow
for the fact that commuters and non-commuters experience differing GJT
(Generalised Journey Time) impact ramp-up profiles. Table 4.14.1 presents
the demand ramp-up values used and indicates for which market segments
they have been applied to.

Table 4.14.1: Demand Ramp-Up Profiles
Year Major New Service Improvements in Deterioration in

GJT GJT
Market segment New users Existing users at Existing users

applied other stations through passengers
2019 half year 45% 47% 58%
2020 70% 80% 83%
2021 85% 88% 88%
2022 95% 94% 94%
2023 100% 97% 97%
2024 100% 100% 100%
4.15
Existing rail users currently using other neighbouring stations will use
Warrington West instead. In particular some demand (circa 4%) will be
Wider diverted from Warrington Central to Warrington West, thus providing some
benefits relief at this station. Warrington Central is a relatively constrained station site
with a large usage (1.78m journeys in 2014/15) and so any initiative to spread
the rail usage away from this station could be seen to be a benefit.
There will be smaller levels of transfer of rail journeys away from some of the
stations on the Chat Moss route (Earlstown, St Helens Jct, etc), leading to a
small reduction in train loadings on that corridor – which could be seen as a
minor benefit at times of peak loadings.
It is estimated that there will be a net saving of nearly 4.5 million car kilometres
in 2025. This results from the transfer from car journeys, balanced to a degree
by additional car access movements to/from the new station. This reduction in
car km will have benefits in terms of mitigating traffic growth and congestion
within the Liverpool-Warrington-Manchester corridor, particularly on the M62.
A letter of support from Highways England is included in Appendix B. The
scheme is also important in terms of providing sustainable access and
facilitating uptake of key development sites in the area, including Omega,
Lingley Mere and Gemini 16.
The regeneration benefits in the local area which the station will be key to
unlocking are very significant. Over the next 10 - 15 years a further 1,600
homes will be built on Omega and other key sites as well as a further 12,000
jobs. It is crucial that this growth takes place in as sustainable manner as
possible and a new Warrington West station serving trips to and from Liverpool
and Manchester will be a core element of this.

4.16
Demonstrate the type of trips that are expected to be made from the new
station. Detail about likely ticket choices and destinations for travel may be
Passenger presented
trip type
The new station will be served by the following services:
- Liverpool-Manchester-Manchester Airport semi-fast, 1 tph
- Liverpool-Manchester stopper, 2 tph (differing stopping patterns)
Therefore, it is anticipated that the bulk of journeys from Warrington West will
be to the two key cities, Manchester and Liverpool, directly served by these
services. Calculations we have undertaken using MOIRA (based on
Warrington Central, but with the level of service expected at Warrington West)
indicate that Manchester attracts circa 40% of journeys and Liverpool 36% of
journeys. With circa 10% of journeys expected to be to other local ‘Warrington’
stations (Warrington Central, Birchwood, Padgate), it is clear that the majority
of journeys from Warrington West could be classified as being local journeys,
reflecting Warrington’s unique position between two of the North’s key
Regional Centres. This is an important consideration as the development of
the new station is supported by both TfGM and Merseytravel in encouraging
journeys to rail to these cities.
4.17
Outline and explain the data sources used and assumptions made in the
calculation of passenger demand forecasts
Data sources
and The demand forecasting model is a series of sub-models developed to
assumptions represent different market segments (these were set out in our response to
Question 4.11 above). It was originally developed in 2007 and has been
refreshed twice since (in 2013 and in 2016). The fundamental structure of the
models hasn’t changed, but the input data has been updated where
necessary/appropriate and amendments have been made to ensure that the
modelling and appraisal process remains in line with current WebTAG
guidance.
Forecast modelled years are 2018, 2020 and 2040. Note that in line with
WebTAG appraisal guidance, demand growth is currently capped from 2036 in
the scheme appraisal.
The latest Modelling and Appraisal Report (“Warrington West Station: Second
Update of Scheme Business Case” (AECOM, Nov 2016)) is included with this
application as Appendix C. The table below summarises what the key data
sources used are and assumptions made across each of the sub-models.

Table 4.17.1: Summary of Data Sources and Modelling Assumptions
Sub-Model Methodology Data Sources and Assumptions
Local Trip rates applied to Trip rates derived from surveys

Catchment population undertaken at local stations
Station access choice model 2km catchment around station

to determine transfer from
neighbouring stations 2011 Census population data
Specific new housing development data

with build-out rates and assumptions
around average household size
Background growth calculated in line with

PDFH guidance (except population
growth a direct function of housing
development in catchment)
Park and Station choice model Defined station catchment area to

Ride (existing Manchester or Liverpool
rail users)
Station choice model sourced from PDFH
Base trip data from 2011 Journey to Work

data (factored up to all-day demand using
WebTAG factors)
Time and cost data sourced from Local

Model runs and sources such as
WebTAG databook. Future rail service
patterns on Chat Moss and CLC taken
into account. Car park charge of 90p.
Demand growth in line with relevant

Network Rail LTPP Market Study growth
for the study corridor
Park and Mode choice model (car v Defined catchment area to 38 destination
Ride (new rail) zones
users)
Imported model parameters (recalibrated)
Base trip data from 2011 Journey to Work

data (factored up to all-day demand using
WebTAG factors)

WebTAG databook. Car park charge of
90p.
Demand growth in line with relevant

Network Rail LTPP Market Study growth
for the study corridor

Inbound Trip rates applied to local Trip rates derived from surveys
levels of employment (within undertaken at local stations
2km)
Imported model parameters (recalibrated)
Mode choice model for
Lingley Mere/Omega jobs Jobs data sourced from Annual Business
Inquiry data (ONS). Specific job numbers
Uplift factor to expand from supplied by WBC for Lingley mere and
inbound commuting to all Omega
inbound
Assumed bus link exists between station
and Lingley mere/Omega

WebTAG databook.
Uplift factor derived from LENNON data at

sample of stations across North West
Background growth calculated in line with

PDFH guidance (except employment
growth a direct function of job forecasts in
catchment)
Through MOIRA run Assumed 2 minute journey time penalty

Passengers due to additional stop
Future year timetables on Chat Moss and

CLC lines input (to ensure more
appropriate spread of demand across
both routes)

Revenue Forecasts
4.18
Outline and evidence the annual passenger revenue to the nearest £1000 over
the first 20 years of operation as a minimum
Annual
Passenger Table 4.18.1 presents the revenue forecasts at Warrington West (including the
Revenue for application of ramp-up) and also the net revenue forecasts for the scheme
new station overall.
Table 4.18.1: Revenue Forecasts (for years 1-20)

Year Warrington West Station Demand Net Impacts
Local P&R Inbound Total Reduction Jny Net
Catchment at time Total
existing impacts
stns
2019 £448 £593 £226 £1,267 -£594 -£106 £567
2020 £729 £991 £361 £2,081 -£1,031 -£155 £895
2021 £923 £1,157 £451 £2,531 -£1,154 -£171 £1,206
2022 £1,074 £1,283 £518 £2,875 -£1,253 -£187 £1,435
2023 £1,175 £1,384 £561 £3,120 -£1,355 -£203 £1,562
2024 £1,220 £1,411 £576 £3,207 -£1,379 -£208 £1,620
2025 £1,265 £1,437 £591 £3,293 -£1,403 -£213 £1,677
2026 £1,309 £1,464 £606 £3,379 -£1,428 -£219 £1,732
2027 £1,354 £1,491 £621 £3,466 -£1,452 -£224 £1,790
2028 £1,399 £1,517 £636 £3,552 -£1,476 -£229 £1,847
2029 £1,444 £1,544 £651 £3,639 -£1,501 -£234 £1,904
2030 £1,488 £1,570 £666 £3,724 -£1,525 -£239 £1,960
2031 £1,533 £1,597 £681 £3,811 -£1,549 -£244 £2,018
2032 £1,578 £1,624 £696 £3,898 -£1,574 -£249 £2,075
2033 £1,623 £1,650 £711 £3,984 -£1,598 -£254 £2,132
2034 £1,667 £1,677 £726 £4,070 -£1,622 -£259 £2,189
2035 £1,712 £1,703 £741 £4,156 -£1,646 -£264 £2,246
2036 £1,757 £1,730 £756 £4,243 -£1,671 -£270 £2,302
2037 £1,802 £1,756 £771 £4,329 -£1,695 -£275 £2,359
2038 £1,846 £1,783 £786 £4,415 -£1,719 -£280 £2,416
2016 prices
The station is forecast to make a net positive contribution from opening and by
2030 is forecast to be generating circa £2m per annum in net revenue.

4.19
Enter the % of annual passenger revenue that is ‘new to rail’
Annual This can be deduced from Table 4.18.1 in Question 4.18 above. In 2020 the
Passenger proportion of revenue at Warrington West which is new to rail is 50%. In 2025
Revenue - this figure becomes 57%.
'new to rail'
4.20
Enter the % of annual passenger revenue that is ‘abstracted from other
services’
Annual
Passenger This can be deduced from Table 4.18.1 in Question 4.18 above. In 2020 the
Revenue - proportion of revenue at Warrington West which has been abstracted from
'abstracted other stations/services is 50%. In 2025 this figure becomes 43%.
from other
services' In addition, it should be noted that there is a proportion of rail revenue lost due
to the increase in journey time for existing through passengers.
4.21
Outline and explain the revenue forecasts for money generated from car
parking at the new station
Car parking
revenue Car Park usage is forecast to reach capacity within the first two years of station
operation. As such, combined with the fact that no further real price increases
are modelled, revenue will be constrained from that point onward.
Table 4.21.1 Car Park Revenue
Year 2019 2020 2021 2022 2023
Unconstrained £58,540 £99,894 £113,217 £123,231 £131,970
Constrained £58,540 £91,558 £91,558 £91,558 £91,558
4.22
Outline and explain the revenue forecasts for money generated from other
facilities at the new station
Other
revenue No further revenue sources have been appraised
sources
4.23
Outline and explain any project / innovative approaches reducing the costs of
operating the railway and quantified benefits
Reducing the
costs of The Value Engineering process has included a consideration of the ongoing
operating the costs of managing the station assets and maximising the benefits that can be
railway derived.
Key to this process has been the review of the station building, and its size and

function. Working alongside the proposed station operator Northern, the station
building has now been reduced in size by around 40%.
This has been due in large part by the decision to use a combination of a
‘smart wall’ and TVMs instead of ticket windows to serve passengers. The
technology has already been applied successfully by Northern at Harrogate
and Leeds stations, and the innovative approach is expected to save on
building capital and maintenance costs, through requiring less space and
provide a better customer experience.
4.24
Provide overview of any other impact appraisal for the new station e.g.
environmental impacts, time saving benefits, VOC benefits, reduction in road
Other impacts veh/km, socio-demographic etc.
Additional data should be captured in the Business Case Summary

spreadsheet where required
Wider benefits contributing to the determination of the scheme’s business case

(NPV, BCR, etc) have been estimated. These are set out in the Business case
Summary spreadsheet which supports this application (Appendix G).
In summary these include:

- User time savings: £4.5m
- Decongestion benefits: £29.6m
- Environmental and safety benefits: £3.4m
discounted 2010 prices over 60 years
It is estimated that there will be a net saving of nearly 4.5 million car kilometres
in 2025. This results from transfer from car journeys, balanced to a degree by
additional car access movements to/from the new station. This reduction in car
km will have a significant impact on levels of congestion within the Liverpool-
Warrington-Manchester corridor.
Other useful information to support the Economic and Financial Cases

Commercial Case
The Commercial Case should set out the procurement strategy of the new station, clearly
aligning this to the GRIP process.
Risks should be identified and plans put in place to ensure their appropriate management.
Contract management should outline key handover and lease dates to ensure the
successful handover of the project to the Station Facility Owner (SFO).
Procurement and Contracts

5.1
Outline and explain a robust contracting and procurement strategy,
Procurement explaining how this meets the objective of achieving value for money.
Strategy This should be aligned with the GRIP process
Procurement is an integral part of the project management process.

The procurement strategy has been designed to ensure:
- Value for Money: WBC is under a duty to secure value for

money in all of its transactions;
- Compliance with legislation: a wide variety of UK and

European Union statutes and regulations apply to
procurement;
- Avoidance of fraud and corruption: procurement must be

visible and tightly controlled to limit potential fraud and avoid
any suggestion of corruption; and
- Delivery of WBC’s vision and ambitions: procurement

contributes directly to the delivery of the WBC’s vision and
long-term ambitions.
The management of the development and delivery of the works are

the responsibility of WBC. The procurement strategy will be managed
in accordance with the WBC Corporate Procurement Guide.
Procurement Options – Delivery
Two ‘Design and Build’ procurement pathways were identified and

assessed for the delivery of the scheme.

Table 5.1.1: Design and Build Delivery partner options
Design and Description

Build
Delivery
Partners
Network Rail WBC to act as a third party sponsor for the

delivery of Warrington West Railway Station
scheme, with Network Rail engaged to undertake
the delivery on Council’s behalf.
This is a model which has worked well with the

development of the Access for All scheme for lifts
and a new footbridge at Birchwood Station, in the
eastern part of Warrington.
Network Rail to undertake GRIP stages 4-8,

securing the best financial value possible through
its own Consultancy Framework agreements.
Balfour Beatty WBC to act as a third party sponsor for the

and AECOM delivery of Warrington West Railway Station
scheme, with Balfour Beatty engaged through the
SCAPE National Civil Engineering and
Infrastructure Framework to undertake the delivery
on Council’s behalf.
Balfour Beatty appointed as both Principal

Contractor and Principal Designer for the scheme
and will take the project through the GRIP process
stages 4-8 obtaining approval from Network Rail
at each stage.
AECOM are engaged by Balfour Beatty as design

partner and are responsible for producing a full
grip stage 4 design and progressing through to
and including “Approved For Construction” status.
Selected Procurement Option – Delivery
The SCAPE National Civil Engineering and Infrastructure Framework

will be used to deliver the Warrington West railway station scheme.
The framework provides for a balance of risk, control and cost
certainty to enable value for money to be achieved. Cost certainty in
delivering such an important and high value project is a particularly
critical issue for WBC.

The national SCAPE framework is a medium value construction
framework that has consultants appointed across seven main lots,
one consultant per lot. The successful contractor appointed to the
Civil Engineering lot of the SCAPE Framework in January 2015 is
Balfour Beatty, a nationally recognised construction company with
more than 100 years of experience in complex infrastructure projects.
Balfour Beatty Rail offers expertise covering track, power,
electrification, civils and power supply, plant, signalling and railway
systems and technologies. With over 7,000 committed rail specialists,
they deliver innovative solutions in more than 30 countries to help
customers meet their objectives.
This SCAPE Framework has been scrutinised by Warrington Borough

Council’s Procurement Team who have approved this delivery
pathway. The WBC Procurement Team has confirmed that the
Framework complies with all procurement legislation.
The framework allows project inputs to be staggered across three main

gateways including:
- Feasibility Stage: provision of support relating to the
development of feasibility design, costs, QRA and other up front
design works. Balfour Beatty provides this through the
framework contract at zero cost.
- Pre-Construction Stage: Balfour Beatty needs to be formally
engaged at this stage, appointed to take forward all the work
necessary to produce a target (contract) price (engaged by
Balfour Beatty for this work in 2016); and
- Construction Stage: a further formal appointment through the
SCAPE framework where the construction contract is signed
and the project taken on site and through to construction
completion.
A copy of the SCAPE process map is included at Appendix I.
Balfour Beatty has recently proven that they are keen to work with
WBC on other schemes such as the Birchwood Pinch Point Project.
The recent success and experience with Balfour Beatty on the
Birchwood Pinch Point Project provides assurance and confidence
that the scheme can be delivered successfully via the SCAPE
Framework, as well highlighting the added value Balfour Beatty have
been able to contribute toward Warrington Borough Council
infrastructure projects.
In the rail environment, their experience covers long-term major

programmes of work such as Crossrail and Thameslink, through to
civil engineering frameworks for structures and earthworks,
enhancement projects and track renewals programmes including a
successful, strategic alliance with London Underground to deliver
track and drainage renewals on the London Underground network.

Balfour Beatty - Rail Experience (see additional information to
support Management case)
- Case Study 1: Blackfriars Station Redevelopment and Bridge

Upgrade;
- Case Study 2: East Kent Re-signalling Phase 2;
- Case Study 3: Crossrail South East Section Project (CSESP);
- Case Study 4: East London Line Extension; and
- Case Study 5: Temple Mills Depot – Contract CTRL 851.
Through these case studies, Balfour Beatty has demonstrated a

strong collaborative working relationship with Network Rail and an
ability to comply and execute mandatory requirements to satisfy
Network Rail’s GRIP process.
In addition to their considerable experience in the rail industry, Balfour

Beatty is already familiar with the project, having been engaged by
WBC in 2016 through the SCAPE Framework to provide early
contractor involvement through the development phase. Early
contractor involvement was pursued by WBC to:
- Access Balfour Beatty’s considerable construction resources
early;
- Expedite potential start on site;
- Undertake a cost review of the scheme;
- Undertake a value engineering exercise to confirm scope and
funding envelope required to deliver the scheme;
- Involve a contractor (Balfour Beatty), whom has proven
experience relating to buildability, sequencing and subcontractor
selection, for pre-contract services on a competitive basis;
- Retain client involvement in the pre-selection and appointment
of subcontractors;
- Enable design and construction efficiencies realised through
collaboration during the design and construction phases; and
- Transfer a greater degree of design and other construction risk
to the contractor.
Warrington Borough Council intends to invoke the construction

element of the NEC3 contract with Balfour Beatty under the SCAPE
Framework upon confirmation of the funding for the scheme. This
relates to the release of Growth Deal funding from CWEP and receipt
of funding associated with this New Station Funding application.

The principal benefit of engaging Balfour Beatty through the SCAPE
Framework is the significant financial and time savings that are
achieved by not having to carry out a protracted Official Journal of the
European Union (OJEU) procurement exercise.
The SCAPE Framework is designed to achieve measurable

time, quality, cost and community benefits on every project and
commission. As SCAPE procures a significant volume of projects and
services for their clients, this enables the framework to command
highly competitive and fixed rates.
The SCAPE Framework also removes a significant liability from WBC

as the majority of risks associated with the design, ‘buildability’ and
outputs are borne by the contractor. Using a traditional procurement
route, WBC would be required to underwrite these risks.
5.2
Outline and explain the type of delivery contract defined. The reasons
Delivery Contract for choosing the approach should be clearly stated
Development Phase – Consultancy Support
Warrington Borough Council to date has utilised the Transportation and

Public Realm Consultancy Services Framework (TPRCSF) which
consists of a panel of approved consultants who may be engaged by
Council to provide multi-disciplinary professional and technical advice,
design, guidance, negotiation and assistance on construction projects
and other services.
The TPRCSF is an established procurement route for services within

the council. It has been established since 2014, following the
execution of a previous multi-consultant framework from 2008-2013.
The framework provides for the fast and efficient provision of personnel
and expertise up to value of the OJEU funding limits.
The specialist transport consultants appointed for the GRIP1-3 work

were appointed from this framework. This included work undertaken by
Atkins, AECOM and Network Rail to prepare previous iterations of the
appraisal and planning permit application in 2015. The involvement of
specialist transport consultants over past few years to bring the
scheme up to GRIP 3 stage highlights WBC’s commitment to delivery
of the scheme.
The Framework is currently being used to procure the delivery of the

following tasks:
- Notified Body (NoBo), Designated Body (DeBo) and CSM
Assessment Body (AsBo) services: Mott MacDonald;
- CWEP Independent Scrutiny: Mott MacDonald; and
- Business Case / Scheme Appraisal: AECOM.

Form of contract
The construction contract with Balfour Beatty is to be a NEC3

Contract, commissioned through the SCAPE National Civil
Engineering and Infrastructure Framework 2015.
The reasons for choosing this form of contract are as follows:
The NEC3 contract is well understood and is a tried and tested

contract used on large scale construction schemes. Furthermore it
has been used in high profile and successful rail infrastructure
projects such as Crossrail.
The implementation of NEC3 contracts has resulted in major benefits

for projects both nationally and internationally in terms of time, cost
savings and improved quality.
The NEC3 contracts have been uniquely designed using the following
three key unique characteristics:
- They stimulate good management of the relationship

between the two parties to the contract and, hence, of the
work involved in the contract;
- They can be used in a wide variety of commercial situations,

for a wide variety of types of work and in any location; and
- They are clear, simple and written in plain English using

language and a structure which is straightforward and easily
understood.
In selecting the NEC3 contract, WBC has adopted a two stage

contract strategy.
Balfour Beatty has already been engaged to undertake pre-

construction works (stage 1) with the construction element of the
contract appointment (stage 2) subject to receipt of full funding and
updated planning approvals. The contract between WBC and Balfour
Beatty includes a break clause between early contractor involvement
phase, and the construction works if funding and statutory planning
and environmental approvals are not obtained.
The Employer for the construction contract will be WBC, with

delegated powers under the contract passed onto the Senior
Responsible Officer and Project Management Team to manage the
day to day activities of the Construction Team.

Risk Management
5.3
Outline and explain the development, construction and operational
Project Risks risks associated with delivering this project. A risk register should be in
place with key risks quantified
This risk register is a ‘live’ document that is continually updated

through the project lifecycle. It includes the following information:
- Risk owners;
- Current Status;
- Current Action;
- ‘By When’ Dates;
- Possible Delays;
- Quantitative Cost Calculation;
- Event;
- Cause;
- Consequence;
- Mitigation; and
- Likelihood.
In the initial phases of project development, a risk register was

prepared in partnership with Network Rail. The risks were identified at
an initial Risk Workshop attended by Network Rail and Faber
Maunsell (now AECOM).
Since Balfour Beatty has come on board, the risk register has again
been revised. Further Risk Workshops were held attended by Balfour
Beatty, AECOM (Scheme Designer), WBC, the proposed station
operator (Northern) and Network Rail.
During delivery of the scheme, Balfour Beatty, in partnership with WBC

and Network Rail will proactively monitor and review project risks.
The high level key risks identified for the project are outlined below.
These risks inform the Quantified Risk Register (QRA) which is
attached at Appendix J. The QRA was last updated in October in 2016
and informs a robust cost estimate as part of the New Station Fund
application. The preparation of a QRA satisfies the requirement of
GRIP Stage 4.

Table 5.3.1: Key Project Risks
Risk Description Mitigation Measure
Operational Construction Standard mitigation

Railway beside operational measures during
railway imposes construction period to be
unacceptable planned and implemented.
safety risks
Construction Unavailability of Early liaison with Network

Methodology possession blocks Rail and adopting a
during construction construction methodology
that reduces the need for
possessions.
Cost Construction costs This can be mitigated

exceed budget through ensuring a robust
forecasts / scope estimating procedure is
creep used and that the design is
not specified in excess of
requirements. At the
appraisal stage an
appropriate contingency
level and optimism bias
factor has been applied.
Planning Revised planning The station already has full

consent required planning consent from
October 2015 and the
principles of the original
scheme have been
retained in the proposed
scheme contained within
this bid. The risk of
consent not being obtained
for a revised scheme is
very low, given many of the
issues raised in the
planning consultation for
the October 2015 scheme
have already been taken
into account in this VE
design

5.4
Explain the plan for the management and reporting of risk, including
Risk Management how the financial risks will be managed throughout the delivery phase.
and Reporting
Risk Management Process
The management of risk and uncertainty is critical to the successful

delivery of the scheme, as it identifies threats to project delivery and
enable effective risk management actions to be assigned. A risk
management strategy is in place for the scheme which demonstrates:
- A continuous approach to the risk management process;
- A thorough approach to the identification of risks;
- Active risk avoidance and mitigation;
- Effective communication of risks throughout the project team,

and where necessary, escalation to Project Board level to
ensure that issues can be managed with an appropriate level
of authority; and
- Delivery of the scheme objectives to cost, quality and time.
The overall Risk Management Strategy will be owned by the SRO.

However the day to day management of the strategy and project risk
will be managed by Balfour Beatty as the delivery partner. Balfour
Beatty’s risk management process is attached to Appendix K.
The process has been developed through the delivery of over £300m
of schemes in the North West region in the last three years proving its
value and effectiveness when avoiding project delays or cost
increases.
Balfour Beatty have successfully demonstrated their ability to manage

risks on numerous projects such as Blackfriars Station
Redevelopment and Bridge Upgrade; East Kent Re-signalling Phase
2; Crossrail South East Section Project (CSESP); East London Line
Extension; and Temple Mills Depot – Contract CTRL 851.
WBC has confidence Balfour Beatty understand fully the potential

risks and opportunities presented by this scheme, and how to mitigate
them effectively.
Reporting and Escalation of Risks
Balfour Beatty will appoint a project Risk Champion who will oversee
the risk and opportunity management on the project. It will be their role
to promote the importance of the risk and opportunity management
process and to ensure effective communication and reporting of the
risks throughout the team.

The process for internal escalation of risks is outlined below to
demonstrate accountability levels within WBC. Where an individual
does not have appropriate accountability, the risk will be escalated and
managed at a higher level. Risks will be escalated if they cannot be
resolved within the Balfour Beatty construction team or if the risk has
wider impacts for Network Rail and the railway network beyond the
Warrington West Railway Station scheme. Risk escalation levels are
shown below. Risks flow upwards from 1-5:
1. Project Manager;
2. Programme Manager;
3. Senior Responsible Owner;
4. Programme Board;
5. WBC Executive Board.
Monthly project board meetings are established at which Network Rail

and Northern are in attendance. These meetings are used as a forum
to raise and discuss project risks and to review the risk register.
Financial Risk Management
The scheme risks have been considered and included as part of the
detailed QRA found in Appendix J. A further summary of the key
project risks is provided in question 5.3 above. The risks have been
identified, recorded and updated regularly throughout the scheme
development phase of the investment lifecycle. Management of these
risks will be an ongoing task through to practical completion.
As part of this process, an owner has been allocated to each risk.

Where appropriate, the aim is to eliminate the identified risk, or prepare
relevant mitigation measures to manage and reduce the impact of the
risk.
Warrington Borough Council has sought to attribute all project risks to a

nominated party that can best demonstrate value for money in
managing the risk. The use of Balfour Beatty through Early Contractor
Involvement enables a greater degree of design and other construction
risk to be transferred to the contractor.
The QRA is integral to the engagement of the Balfour Beatty as the

Principal Contractor, and is used to allocate risks that are priced by the
contractor. Balfour Beatty has taken responsibility for estimating the
quantities, mitigation measures and resources required to address
risks to be allocated to the contractor as part of the engagement.
These will be priced as a lump sum and included within the final NEC3
contract.

5.5
Outline and explain any risk transfer processes which will be in place
Risk Transfer supported by incentives (positive or negative) that promote the
intended outcomes
In addition to the financial risk management and transfer mechanism

described in 5.4 above, the NEC3 contract that has been selected
through the SCAPE framework includes as an incentive an
arrangement where, if Balfour Beatty deliver the out-turn cost below the
level of the pre-agreed final target, the savings are shared according to
a pre-agreed formula between WBC and Balfour Beatty. This
mechanism directly drives both parties to ensure best value from the
project.
5.6
Outline and explain who is taking any marginal risk, including on
Marginal Risk planning consent, demand, revenue availability and integration risk
Warrington Borough Council would bear the risks associated with land,
planning and environmental permissions. This includes risks linked to
requirement to amend the existing planning consent for the railway
station to reflect revised plans developed through the most recent
round of value engineering. It is noted, that the main NEC3
construction contract between Warrington Borough Council and Balfour
Beatty would be conditional on the resolution of these risks paving the
way for the delivery phase; therefore this approach is considered an
appropriate.
Demand and revenue forecasts have been determined ‘bottom up’

based on robust data and assumptions. They have been benchmarked
against observed demand at similar stations and found to benchmark
within acceptable boundaries. Sensitivity tests where the forecast
demand is reduced by 25% demonstrate that a high value for money
business case remains in place.
Any risks relating to integration between public transport services (bus

to rail) is similarly considered to be low. The current bus services which
serve the area are running without subsidy and as development
increases in the area, along with the establishment of the station, the
viability of such connecting bus services is only predicted to increase.
Indeed the likelihood is that further service enhancements will be
introduced to connect new areas such as the Omega development, not
currently connected directly by bus to the station site.

Station Ownership
5.7
Outline who shall become the Station Facility Owner
Station Facility The SFO for the new station will be Northern Rail (Arriva Rail North)
Owner (SFO) whom was awarded the Northern Passenger Rail Franchise effective
from 1 April 2016.
The operating model envisaged is that WBC will own the station
building, plaza and car park whilst Network Rail will own the ‘rail-side
infrastructure (e.g. platforms, bridge, lifts, etc). Northern Rail, as SFO,
will operate the station and pay a LTC (Long Term Charge) to Network
Rail covering the ‘rail-side’ infrastructure and a ‘management charge’ to
WBC for the buildings and car park.
5.8
Outline and explain the date from when the Station Facility Owner shall
Asset transfer date take control of the station
The SFO will take control of the station upon completion in March
2019.
Other useful information to support the Commercial Case

Management Case
The Management Case sets out the mechanisms to be used to deliver the project,
evidencing that it can be delivered in engineering, operational and planning terms and that
it has the full support of Network Rail and other key stakeholders.
This section should detail the management put in place to ensure the successful
development, delivery and ongoing operation of the station. A clear description of
responsibilities needs to be made clear in terms of the ongoing operation, maintenance
and repairs to the station.
Land and Planning

Demonstrate that all land or access rights required to complete the project
are available. Where required, details of land agreements should be provided
The large majority of land required for the construction of the station is
already in the ownership of interested bodies or partners to the scheme and
where necessary, agreements are in place for the transfer of all land
required.
Firstly the land for the majority of rail side infrastructure, such as track,
platforms, lifts and stairs is in the ownership of Network Rail.
The remainder of the land required for the station building, access road and
car park is currently in the ownership of David Wilson Homes. David Wilson
Homes are the housing developer who bought the Chapelford Urban Village
site from the Ministry of Defence Estates as the site of a former US Air Force
base. The outline planning consent for the village required that land be set
6.1
aside from within the development for the delivery of a station on the rail line
Land between Liverpool and Manchester directly at the southern extent of the site.
requirements
Subsequently this requirement was enshrined within a section 299a
agreement, which confirms that land of circa 1.5 hectares be made available
to the council solely for the purposes of construction a rail station, as shown
on Figure 6.1.1 below.
Figure 6.1.1
Land set aside for station
under s299A agreement
The full 299a agreement

can be found at
Appendix L.

It is proposed that all of the land shown above, which would accommodate
the station building, frontage areas, access road and car park be transferred
to and be retained in the ownership of Warrington BC. The land and resulting
constructed assets would be owned and managed as follows:
 Station building – leases under agreement to TOC from WBC
 Car park – owned by Warrington BC and operated under licence by

the TOC
 Frontage and public space – maintained as Adopted public highway

by WBC as highway authority.
The only parcel of land which is currently not in the ownership of interested
bodies or partners is a section of unregistered land to the south of the
proposed station. A short corridor of the land bounded by the rail
embankment and Sycamore Lane is required to form an emergency exit from
the Liverpool bound platform to a safe area adjacent to the public highway.
The council has already taken measures to secure this land, fencing off the
area and posting notices to any interested parties to come forward to claim
ownership. The council’s legal and estates departments are currently in the
process of agreeing the final mechanism by which this land can be secure in
public ownership to provide the emergency route. The fall-back position on
this is a Highways CPO, which is not expected to present any delays to the
project as to date no interested parties have come forward for this
unregistered land despite fencing and notices on site being in place for a
significant period of time.
Discussions relating to the matters above have been ongoing over the last 2
years between legal and estates professionals from Warrington BC, Network
rail and David Wilson Homes
Outline and explain the planning status and detail any planning
consent/conditions in place for the construction of a new station at the
proposed site?
Planning History
6.2
Planning status A complete list of planning applications relating to the former RAF
Burtonwood site to the north of the railway line within which the site falls is
included in Appendix M.
Chapelford Urban Village Master Plan Outline Planning Consent
The Chapelford Urban Village (former Burtonwood Air Base site) was
granted outline planning permission in January 2000, subject to Planning
Agreement, with the Planning Agreement agreed on 13th May 2002
(99/40635). The Masterplan for the Urban Village included local amenities,

such as shops, health centre and primary school to support over 2000 new
homes. Alongside new homes and amenities, sustainable transport was at
the heart of plans, with the development benefiting from a high standard
cycle and pedestrian network, a supported bus service in addition to an area
of 1.5 hectares being identified for a new station and associated car parking
on the CLC line. The application was accompanied by an illustrative
masterplan appended to the S299A Agreement as document
PACE/UV/W/05.
Figure 6.2.1: Chapelford Urban Village Masterplan
In securing planning permission, David Wilson Homes and Warrington

Borough Council entered into a S299a Planning Agreement. The Second
Schedule (Covenants by the Owner), section 4 (The Railway Station
Provision), paragraph 4.8 of the original S299a Planning Agreement from
May 2002, states that “Between the commencement of the construction of
House number 500 and House number 650 the sum of Five Hundred And
Twenty Thousand Pounds (£520,000) ("the Railway Station Financial
Provision") shall be paid by the Owner to the Council in accordance with and
subject to the following conditions to be held by the Council on trust for
Railtrack Plc or its relevant successor in title”.
A full copy of the original agreement can be found at Appendix L.

Subsequent variations to the terms of the payment, through a Deed of
Variation and informal agreement with Council Officers, have altered the
timing of delivery of the payment. However, the legal obligation for this
commuted sum remains. A letter from David Wilson Homes confirming their
support for the Warrington West Station, is also included within Appendix B.

Another condition of the S299a Planning Agreement is the transfer of land for
the railway station from David Wilson Homes to Warrington Borough Council.
Since receiving outline planning permission in 2002, the Chapelford Urban

Village has progressed at an impressive rate, being one of the most prolific
sites in the region in terms of new dwellings created in the past decade. The
Chapelford Urban Village development is nearing completion with over 2,000
now built out of a planned 2,200 new houses.
New Railway Station Planning Consent
Network Rail submitted a planning permit application in June, 2015. The

planning permit was granted for Warrington West railway station with
conditions on 12 October 2015 (2015/26124). A complete list of planning
permit conditions is included within Notice 2015/26124 found at Appendix E.
The Transport Statement appended to the endorsed planning permit

application demonstrates safe and sustainable access to the site can be
achieved and that the development facilitates access to sustainable travel
opportunities.
As part of the planning permit application, the Environmental Impact

Screening Opinion identified that an EIA is not required for the scheme. The
Screening Opinion is attached at Appendix N.
However, the scheme that gained planning consent in October 2015 has (as
described elsewhere in this bid) been subject to a value engineering exercise
to reduce the costs of the project. The resultant changes include a reduced
size and relocated station building and a realigned highway access and car
parking arrangement.
Advice from WBC planning officers is that a revised planning permit

application will be required for the scheme described in this bid.
The programme has been revised to include this process, with application
programmed for submission in April 2017, following a consultation with public
and stakeholders on the revised scheme. The scheme cost allows for the
consultation and planning process.

Project Management
6.3
Outline and explain the project management plan for the project, including
Project key milestones and deliverables, relating to GRIP Stages. Also detail the
management responsibilities in terms of operation, maintenance and repairs to the station.
plan Attach a full project plan
The programme for the project is included in Appendix P. The Project Plan
is included in Appendix O.
Project Management Approach
Good practice involves formal Programme and Project Management. The
Warrington West Railway Station would be delivered as an individual project
although it is recognised that there may be interdependencies relating to
other infrastructure works undertaken on the railway network.
The Prince2 approach to project management is the adopted project
management option with TfW and the client group. The TfW service has 50%
of staff trained to a minimum of Prince2 foundation, with further project
managers qualified up to Practitioner level.
Governance
In addition to funding sought through this application, given the scheme is
being funded by both CWEP and WBC there is a need to recognise that
scheme delivery will need to comply with all three of these organisations
independent governance structures. The following paragraphs outline the
key mechanisms which are applicable to project management of the scheme.
Cheshire and Warrington Local Enterprise Partnership
CWLEP determines local economic priorities to lead economic growth and
job creation within the local area. As part of this, CWLEP maintains the
highest standards of probity in the way that it discusses and makes decisions
on how the funding devolved to it by Government is spent. The Governance
structure for the CWLEP is outlined in Figure 6.3.1 below.
The scheme will also be delivered in accordance with the LEP Growth
Programme Assurance and Accountability Framework. This framework
provides a mechanism for the Accountable body (WBC), the LEP and key
stakeholders to be clear about their responsibilities and to ensure good
governance. The Assurance framework supports the development and
delivery of a rigorously appraised and prioritised investment programme for
Cheshire and Warrington which aligns to the LEP’s strategic priorities and
Enabling Programmes and Intervention Priorities and which positions the
sub-region to take maximum advantage of funding opportunities which may
arise3.
3
LEP Growth Programme Assurance and Accountability Framework(July 2015)

Figure 6.3.1: CWEP Governance Structure
Network Rail
Governance for Railway Investment Projects (GRIP) describes how Network

Rail manages and control projects that enhance or renew the national rail
network. The Warrington West railway station will be delivered through the
GRIP process. Key milestones relating to the GRIP process are outlined
below:
Table 6.3.1: Key Milestones related to GRIP stages
Activity Date
GRIP 3 – Option Selection Approval 21/07/2016
Grip 4 – Single Option Development 12/10/2016

Approval
GRIP 5 – Detailed Design Approval 12/05/2017
GRIP 6 – Construction test and commission 29/08/2017
GRIP 7 – Scheme Hand back approval 08/02/2019
GRIP 8 – Project Close Out 28/02/2020
Warrington Borough Council
The Council will be the 3rd party sponsoring organisation for the delivery of
the scheme. The governance arrangements for delivering the scheme are
presented below:

Figure 6.3.2: Goverance arrangements and internal Warrington
Borough Council reporting arrangements
6.4
Based on approval of New Station Funding in April 2017, Warrington
Date for site Borough Council’s delivery partner Balfour Beatty anticipate onsite works to
works commence in August 2017.
commencement
A complete programme is attached at Appendix P.
The above date is based Warrington borough council continuing to fund the
development work ‘at risk’ until the NSF bid is announced in an assumed
date in April 2017.
6.5
Date for Based on the anticipated start date for works on site, the programme date for
Substantial the completion of site works is February 2019. A complete programme is
Completion of attached at Appendix P.
site works Table 6.5.1: Substantial Completion of Key Elements of Station Delivery
Key Elements Date
Completion of Car Park July 2018
Completion of Station Building January 2019
Completion of Platforms and Rail December 2018

Infrastructure Works
A complete programme is attached at Appendix P.

6.6
Date for the

The anticipated start of services calling at Warrington West station is
start of services
calling at the May 2019. This aligns with the construction programme (Appendix P)
station and also the standard rail industry timetable change date in the same
month. The rail industry, via the standard industry processes, may
wish to consider inserting (dummy) calls in the CLC timetable before
May 2019 in order to ensure a smoother transition into station
operation and allow any operational impacts to be identified prior to
opening (this practice was adopted before the recent opening of
Chorley Buckshaw station in Lancashire).
6.7
Outline and explain constraints and dependencies which influence the
Project delivery project delivery programme. There should be evidence that consideration
programme – has been given to other programmes and projects which are underway
constraints and
dependencies Constraints
Table 6.7.1: Constraints
Constraint Constraint Description
Governance and Internal Warrington Borough Council funding for the

Funding scheme is limited.
To deliver the scheme there is a requirement for

funding to be released from the following source:
- Council contribution (£4.660m): approved at

Executive Board in October 2015 (includes
£4.310m borrowing);
- CWEP/Government Contribution (£6.530m):

allocated through the CWEP Growth Deal,
subject to approval of Outline Business Case
in January 2017;
Private Sector Contribution (£1.854m): satisfy

requirement of S299a Agreement between David
Wilson Homes and Warrington Borough Council
associated with Chapelford Urban Village site for
£520,000; and £1.334m relating to a S106
agreement for the Gemini 16 development in West
Warrington.
To deliver the scheme there is a requirement for

further funding to be secured from the following
source:

Network Rail, New Station Fund (£4.230m): subject
to successful application as submitted November
2016.
Personnel Availability of resources in the market to recruit in-

house / procure external support.
To mitigate the risk, Warrington Borough Council

has engaged Balfour Beatty through the SCAPE
Framework to advance the development and
subsequent delivery of the scheme subject to
satisfactory approval of all scheme funding.
Programme The commissioning of Balfour Beatty and the

delivery of associated construction programme
(Appendix P) is dependent on the release of full
funding and obtaining relevant permissions/licences
for the scheme.
Permissions / Access to the rail network and obtaining

Licences possessions – Prior to works commencing on site,
Balfour Beatty will obtain all necessary permissions
from Network Rail. The programme will as far as
reasonably practical minimise disruptive possession
requirements in consultation with Network Rail.
Before commencing on site, Balfour Beatty will

ensure proposed works are in accordance with
planning permission decision and conditions. This
may entail seeking amendments to existing
endorsed plans. Examples of conditions include,
but not limited to:
- Submitting a Scheme of Landscaping to Local

Planning Authority;
- Scheme to commence before 13th May 2017;
- Submission of comprehensive lighting details

for the site; and
- Submission of an Environmental Management

Plan etc.
A complete list of planning permit conditions are

included within Notice 2015/26124 (Appendix E).
Although as noted in section 6.2 a revised planning
consent is likely to be required.

Environmental
Himalayan Himalayan Balsam exists within the vicinity of the
Balsam proposed works. This non-native species is listed
under Schedule 9 to the Wildlife and Countryside
Act 1981 with respect to England and Wales. As
such, it is an offence to plant or otherwise allow this
species to grow in the wild. Treatment of this
species should be carried out prior to it flowering
and setting seed. Since Himalayan Balsam flowers
between June and October, it is recognised that
this could impose a time constraint upon the site
clearance activity required at the start of the
construction works.
Contaminated The sites previous use as an RAF base means that

Land there could be areas of contaminated land that will
require removal and remediation.
The existing rail cutting will be altered as part of

scheme development. Due to the proximity of this
land to the active diesel railway there is the
possibility that it is contaminated with some diesel
products. If this is the case the land will require
remediation.
Remediation and verification for the scheme shall

be carried out in accordance with an approved
strategy endorsed by the Local Planning Authority.
Watercourse The new station is not likely to have an impact upon

watercourses in the area. It is located in a Zone 3
Source Protection Zone.
There are no natural surface water features located

on the site. However, two reservoirs were
historically situated in the centre of the site. Based
on site walkovers undertaken, these facilities
appear to have been in-filled.
There are several small drains in the site vicinity

(within 250m of the site boundary). Whittle Brook is
located 385m east of the site, flowing north to
south. Sankey Brook, the St Helens Canal and the
River Mersey are located over 1km to the south of
the site.
The Environment Agency’s GQA Grade (General

Quality Assessment of Rivers) for the watercourses
is as follows:

- Whittle Brook – ‘River Quality C’ classification;
- Sankey Brook – ‘River Quality E’ classification;
- St Helens Canal – ‘River Quality D’

classification; and
- River Mersey – unclassified tidal river.
Risk of The Landmark Envirocheck Report refers to the

Flooding Environment Agency’s Flood map and indicates the
Assessment following:
- The site is not at risk from flooding;
- Areas 300m to the west and 600m to the south

of the site are at extreme risk of flooding from
river or sea without defences; and
The Landmark Envirocheck Report indicates that

there are no surface water abstractions within 1km
of the site.
Drainage The site includes poor drainage in many areas

which may be related to the infilling of balancing
ponds.
The car park will discharge into the storm sewer

network whilst the track and platform will drain into
the existing track drainage (provided that this has
sufficient capacity). In the event that there is not
sufficient capacity, alterations may need to be
made to the drainage arrangements. The station
building will be connected to the foul sewer but the
effluent from this facility should be minimal due to
the limited nature of its use.
Planning condition states no development shall

commence until a scheme for the disposal of
surface waters for the entire site has been
submitted to and approved by the Local Planning
Authority.
Air Quality, Noise, During the construction works it is possible that

Vibration and Light dust may be produced at the site that could impact
upon local residents in the nearby houses. Noise
produced during the construction phase may also
disturb local residents. Minimising nuisance to local
residents will also have to be carefully considered
when deciding how the construction of the new

platforms can work within the possessions regime
with minimum disruption to the railway network.
Although some dust and noise production will be
unavoidable it will be stressed to the contractor
during the tendering process that minimising impact
to local residents during the construction of the
station is important.
During the construction phase of the project there

will be an increase in traffic, particularly heavy
loads, to the site. Due to the sites proximity to both
existing residential sites and Chapelford Urban
Village the working hours for the construction and
also the traffic management provision will need to
be carefully managed and a clear strategy identified
to keep disruption to local residents to a minimum.
Traffic Generation The scheme includes a new car park which will
and Access result in increased vehicular movements in the
vicinity of the station. The planning permit ensures
that the new access roads have the capacity to
accommodate the increased traffic relating to the
station as well as that associated with Chapelford
Urban Village.
Construction It is acknowledged that extensive works are due to

Feasibility be undertaken by Network Rail as part of Northern
Hub. There is potential that the volume of works
being carried out, particularly within the North West
may place a burden upon the construction
resources and materials within the area. Careful
consideration of the construction programme and
requirements will be necessary in order to ensure
that construction capacity does not impose a
constraint upon the proposed development.
To relieve the potential burden and liability on

Network Rail, Warrington Borough Council has
appointed Balfour Beatty as their construction
delivery partner for the scheme through the SCAPE
Framework subject to satisfactory approval of all
scheme funding.
Technological Balfour Beatty have commissioned a scheme

designer (AECOM) during the development phase
to provide reassurance that there are no technical,
technological or other ‘buildability’ issues that could
affect the viability of the scheme.

Key Inter-Dependencies
Service Improvements – Timetable Changes
In December 2015, the Government announced that it intended to award the

Northern Franchise to Arriva Rail North Limited, and the TransPennine
Express franchise to First Trans Pennine Express Limited.
As part of the franchising process, there was a requirement for service

improvements across many routes and the bidders were encouraged to
identify further service improvements. Since the contract award, some of the
proposed improvements from the winning bidders have been incorporated in
the respective franchise contracts and now form part of the Franchise
Agreement now in place with both franchises.
Delivery of the service improvements has been staggered across three

timetable change dates in order to allow time for delivery of the necessary
rolling stock and for infrastructure upgrades to be delivered. The first major
set of service changes across both franchises will take place at the
December 2017 timetable change. TransPennine Express will introduce
some new services in December 2018 and the rest of the changes for both
franchises will occur in December 2019. It is acknowledged, however, that at
the time of writing, there is some risk that not all the planned service changes
might be achievable due to delays in the delivery of the necessary
infrastructure or delays in the planned rolling stock cascade programmes.
In December 2017, services along the CLC corridor will change. The
Transpennine service will transfer to the Chat Moss Line via Newton-le-
Willows, with Northern replacing this service with a new semi-fast service
running between Liverpool Lime Street and Manchester Airport, calling
additionally at Warrington West upon opening. The franchise agreement
identifies three services per hour for the new Warrington West railway
station, providing the opportunity to serve the whole Warrington West area
with an improved service frequency. At the time of writing, this remains the
plan for the December 2017 timetable change.
Northern Hub
The Northern Hub Programme is a series of targeted upgrades to the railway

in the north of England. It will allow more and longer trains to run each day
and provide additional capacity for more passengers. The programme of
works will add over £4.2billion of wider economic benefits to the North of
England, including the costs of the new services. This reflects a return of
over four pounds for every pound invested.
Specifically, the construction of the Ordsall Chord will facilitate a change in

operational focus for TransPennine Express services which will use
Manchester Victoria station. This means that the current hourly service that
uses the CLC between Liverpool and Scarborough will transfer to the Chat
Moss route. In order to ‘plug the gap’ left by this service, Northern Rail will

commence operating a new semi-fast service on the CLC between Liverpool
and Manchester Airport via Manchester Piccadilly. Ultimately, once new
rolling stock has been delivered, this service will form part of Northern Rail’s
‘Northern Connect’ network. At the time of writing, this transfer is set for the
December 2017 timetable change.
Figure 6.7.1: Northern Hub
Rolling Stock
As part of the new Northern franchise commitment, all rolling stock operating
on the CLC route will be either brand new or fully refurbished by 2019/20. In
addition, the Liverpool Lime Street to Manchester Airport “semi-fast” service
has been designated as a “Northern Connect” route. As such it will receive
new Class 195 trains offering free WiFi, plug sockets, tables, air conditioning
and seat reservations. Overall, the Northern franchise will see a significant
increase in capacity as a result of new services and additional rolling stock.

Resource Planning
6.8
Include a resource plan with appropriate roles identified for the stage of the
Resource plan project
Warrington has assembled a team of people to ensure the project has the
resource and expertise available to deliver a successful project. Critical to
this for Warrington, is combining internal and external staff to create a
coherent team to work alongside Network Rail colleagues through the final
development and delivery of the project.
Within the Transport and Environment Directorate, Warrington has recently

completed an internal re-design to create an Infrastructure Delivery Service
(IDS), recruiting individuals with excellent experience in project managing
significant transport and engineering projects. In parallel, the Transport for
Warrington Service (TfW) has identified additional resource to ensure that
the project is guided by a strong client function. The two services are led by
Steve Hunter (TfW) who is the Senior Responsible Owner for the project and
Tom Shuttleworth (IDS) who is the Programme Manager.
However, Warrington is also reliant on its existing successful relationships

with the private sector to develop and deliver major transport schemes.
Warrington has a strong and effective working relationship with 5 leading
transport consultancies under its Transportation and Public Realm
Consultancy Framework.
In this instance the team brings in AECOM and Mott Macdonald staff who
have a longstanding relationship with this scheme. The flexibility of the
framework contract is such that if additional resource is required
unexpectedly, we have resource and expertise to all on from all 5 framework
companies (the other 3 being WSP:PB, Atkins and Ch2MHill).
Warrington has decided to deliver this project through the Scape framework,
details of which are provided in greater detail elsewhere in this document.
The Scape framework brings in Balfour Beatty as the contracted delivery
partner, itself a leading construction company with a dedicated rail arm and
an extensive track record on the delivery of rail projects. Balfour Beatty has
in turn engaged AECOM as their design partner to provide design services.
This is providing efficiencies in the project development as key staff within
AECOM have a historic understanding of the scheme dating back to 2007.
Finally, in terms of legal and property issues, key individuals within the
relevant teams within Warrington are engaged on an ongoing basis and their
future support for the scheme is confirmed.
Figure 6.8.1 over page sets out the key roles within this resource plan and
the interface with rail partners in Network Rail and Northern.

Figure 6.8.1 Project Structure – Roles and Responsibilities
Network Team Steve Hunter

Patrick Cawley, NR Principal Senior Responsible Officer
Programme Sponsor
Natalie Keaskin, Commercial Alan Dickin

Scheme Sponsor Scheme Promoter
Sharon Keith, Regional Director

Arriva North Rail Ltd Tom Shuttleworth
Programme Manager
Hayden Walker, Commercial
Manager – Northern/TPE (DfT)
Paul Lawrenson
Project Manager
Network Rail/TOC Interoperability and Construction Team Client Team Business Case Support
Interfaces CSM Assurance
Anthony Burgess- Mia Crowther Andrew Coates
NR Asset Protection Notified Body Project Director Financial Controller AECOM
Services (Nobo) Balfour Beatty
Mott MacDonald
Andrew Donnelly David Arthur
NR/Northern Michael Cook - Communications AECOM
Timetabling Design Manager
Designated Body Balfour Beatty
(Debo) Norman Perry Nick Ovenell
NR Project Engineers Mott MacDonald
Mott MacDonald Legal
OM John Harding –
Project Manager
(Design), AECOM
Assessment Balfour Beatty Darran Hunter
Body (Asbo) Property
Mott MacDonald Roman Strzala
Strzala Architects
Other useful information to support the Management Case
To support our Management approach and demonstrate our preferred contractors experience
delivering projects on the rail network, the following presents examples of previous experience:
Case Study 1
Project: Blackfriars Station Redevelopment
and Bridge Upgrade
Client: Network Rail
Value of Balfour Beatty Works: £540.2m
Duration: January 2008 – October 2013
Summary: This project involved the

construction of a spacious new station
spanning the River Thames, capable of handling 12-car trains, with station entrances on both
banks of the river. This was the first new station south of the river for 120 years and provided
all platforms with step free access including eight escalators and nine lifts. The station also had
the first roof construction over the entire platform length. To deliver the works, Balfour Beatty
was responsible for piling and ground engineering – installing over 800 bored piles up to 40m
deep and micropiles; as well as installing a king-post retaining wall, close to underground
trains.

Awards/Recognition:
- Gold award from the City of London

Considerate Contractor Scheme 2010;
- Triple win for Blackfriars Considerate

Contractors Awards 2011:
- Best Environmental Performance;
- Highly Commended Gold award in the Construction and Demolition Category;
- Chairman’s Cup for the most notable project under construction in the City of London;
- National Award 2011 in Considerate Constructors – Bronze;
- Green Apple award 2011 - for use of the River Thames to transport materials and remove
waste from the site;
- Network Rail Partnership Award;
- Constructing Excellence Innovation Award;
- CEEQUAL Outstanding Achievement Award; and
- RoSPA Gold Award (construction and demolition).
Relevance: The project demonstrates Balfour Beatty’s proven rail expertise covering track,
power, electrification, civils, signalling, and railway systems and technology. It also highlights
previous working example of the collaborative approach Balfour Beatty has with Network Rail
and the TOCs on major construction projects.
The project involved keeping the station fully operational through careful planning and major
temporary works and involved a number of complex operational interfaces with Network Rail,
London Underground, and Port of London Authority and the operating train companies, as well
as traffic management arrangements. To limit impact on the 300,000 people moving through
the construction site every day (rail, roads, underground and river) the majority of works were
undertaken at night and over weekends and holidays. The success of this approach is
conveyed by the fact there was no complaints over Christmas 2009.
Case Study 2
Project: East Kent Re-signalling Phase 2
Client: Network Rail
Value of Balfour Beatty Works: £26m
(Overall Project Value: £145m – Spencer Group)
Duration: Completion March 2016

Summary: Signalling Solutions Ltd (SSL) – the Alstom Balfour Beatty joint venture company
undertook works with design partner Atkins for the total renewal of life-expired (1950s)
signalling equipment on a section of the Chatham Main Line between the end of the Phase 1
project near Sittingbourne, and the Victoria Signalling Centre control area near Longfield,
alongside the re-control and partial renewal or modification of existing signalling on connecting
routes. As well as replacing signalling equipment, Alstom Balfour Beatty was responsible for:
- The creation of a new ‘Access for all’, three platform station at Rochester, including
pedestrian subway and the decommissioning of the old station;
- Platform extensions and a new turn-back facility at Rainham in the form of a new 12-car
bay platform; and
- New platforms and extensions to existing platforms at Strood to accommodate 12-car

trains.
The project delivered an increase in capacity and capability on the line for five extra trains into
London in the mornings and one extra train in the evening, as well as delivering operational
savings and improved network integration with other modes of transport.
Awards/Recognition:
“Congratulations and well done to all involved in this phenomenal project and the successful
commissioning.” Atkins Project Director
"This is a huge success for Ian Grant and his team at East Kent Re-signalling. All involved
have worked incredibly hard and I'm proud of everyone's commitment and contribution.
Improving reliability for our train operator and customers is key and this is what we've done
this weekend.” Huw Edwards, Network Rail’s project director
Relevance: The station was constructed in and around busy commuter lines into London
which remained open throughout and the associated track works completed under specific
possession arrangements. The whole construction was completed with minor disruption to the
travelling public.
Case Study 3
Project: Crossrail South East Section Project (CSESP)
Client: Network Rail (Ultimate Client: Crossrail)
Duration: September 2010 – January 2018 (under-construction)

Summary: Balfour Beatty is the Principal Contractor for the
Crossrail South East Section project, a multidisciplinary
design and build project to link the Central Crossrail Lines
emerging at Plumstead portal to the new Abbey Wood
Station and turn back facilities, located at the station. The
project interfaces with new Crossrail berthing sidings
provided north of the Plumstead Portal, north east of White
Hart Road Bridge. The scope comprises outline and
detailed design followed by the construction and
commissioning of:
- Staged demolition and reconstruction of Abbey Wood Station with an interim station
implemented during construction. With regard to Abbey Wood station, it will include: a new,
larger ticket hall and spatial concourse that leads directly onto a wide forecourt connecting
the station to the Harrow Manorway Flyover; new platforms for both Elizabeth line and
North Kent services; six lifts providing step-free access to all platforms; better security
(new CCTV cameras); new customer information services/screens and speakers for
announcements; better seating on platforms; and improved lighting/platform canopy cover.
- Realignment of the existing North Kent Line (NKL) tracks to the south (includes widening
and draining the existing embankment to the south);
- Provision of two additional tracks for Crossrail located within the existing railway corridor;
- Alterations/refurbishment of the Plumstead Sidings to accommodate link from the Network

Rail mainline;
- Installation of third rail (660 / 750 volts DC) for the North Kent Lines;
- Installation of 25kV AC overhead line equipment for the Crossrail Lines;
- The provision of a new DC Traction Substation;
- The replacement of two existing footbridges with new footbridges (with ramp and stair
access);
- Replacement of the existing station footbridge with two new station footbridges which
provide cross platform interchange and secondary means of escape;
- Realignment of two existing roads to release construction of the new main station building;
- Diversion and protection of services along the length of the works; and
- Signalling modifications.

Case Study 4
Project: East London Line Extension
Client: Transport for London

(Overall Project Value: £727m – JV with
Carillion)
Duration: May 2005 – May 2010
Summary: The project was a multi-faceted

engineering project to build an improved rail link from North to South London. The scope of
works included civil engineering, structures, buildings, M&E, track work, traction power,
signalling and telecoms. Balfour Beatty was responsible for:
- The replacement of approximately 7.4km of existing track and signalling equipment;
- The installation of 3.6km of new track and signalling equipment from Whitechapel to
Dalston Junction;
- The construction of 4 new stations at Dalston Junction, Haggerston, Hoxton and

Shoreditch High Street;
- Structural alterations to 6 existing stations;
- The installation of a railway flyover connecting the southern end of the line to the existing
NR line;
- The construction of a new train maintenance and cleaning depot at New Cross Gate; and
- The construction of the Operations Building Complex (OBC) at New Cross Gate.
Awards/Recognition:
- RoSPA Gold Award (superb safety record);
- Project of the Year 2010 at the National Rail Awards;
- Regional London and South East, Constructing Excellence award for excellence in
construction of a major project; and
- British Construction Industry Regeneration award in October 2010.

Case Study 5
Project: Temple Mills Depot – Contract CTRL
851
Client: Union Railways (North) Ltd
Value of Balfour Beatty Works: £16.3m
Duration: June 2005 – March 2007
Summary: As part of the Channel Tunnel Rail

Link a new maintenance facility was required at
Temple Mills which allowed for the stabling,
servicing and maintenance of the current fleet of
Eurostar Trains. The depot constructed
included the provision of an eight track servicing
shed, carriage wash, stabling and cripple
sidings, bogie drop and wheel lathe and
controlled emission toilet facilities. Balfour
Beatty was responsible for:
- 14km of ballasted track in the depot yard;
- 3km of pedestal track in the main depot

building;
- 400m of embedded rack on the approaches

to the depot building;
- 24kV AC Overhead line equipment;
- 25kV AC power supply equipment;
- Design, supply, installation, testing and commissioning of the depot’s new signalling
system; and
- Yard M&E equipment.
Relevance: Balfour Beatty has demonstrated experience as the Principal Contractor

responsible for a major construction project including design, procurement, installation, testing
and commissioning, with a capital cost of greater than £10m, and within the last ten years.
Balfour Beatty worked well with the client highlighting potential for small design
changes/improvements that did not alter the layout and that did not cost the client more money.
Furthermore, as required Balfour Beatty ensured early identification of areas of
underperformance by close monitoring of progress achieved against the programme which
allowed mitigation measures to be implemented to redress any programme slippage.

Stakeholders and Engagement
7.1
Stakeholder Identify all key stakeholders involved in the project. Outline key details of
management plan the stakeholder management plan and attach full plan to application.
Evidence should be provided of engagement with these stakeholders and

their support for the project
What is the involvement of any other train or freight operating companies

affected by the project?
Are third parties able to claim any form of compensation as a result of the
NSF2 project?
Overall the scheme has identified 13 different internal/external
stakeholder groups. These range from technical professionals inputting
into the design/construction to local residents with concern about impact
of the scheme. The key stakeholder groups, and their contribution to the
project, can be found in the Stakeholder Management Plan, which is
included at Appendix Q.
As described in section 6.2 due to the alterations to the scheme resulting

from the value engineering exercise, planning permission will be sought
for the proposed station. Prior to this a comprehensive public consultation
programme will be undertaken comprising of dedicated public events,
social media, website, and printed press. This will follow the template of
the 2013 consultation which proved to be a very successful format. A
schedule of communications activities are set out in the Communications
Plan (Appendix R), which will be implemented between December 2016
and March 2017.
7.2
Give details of how this scheme will benefit the local community in terms
Community of work experience placements and apprenticeships offered during
engagement construction and once the station is operational.
Set out how this project will benefit the local community in both the
development and construction phase around offering opportunities for
work placement and apprenticeships and then ongoing once the station
is in operational use.
The council and its delivery partner Balfour Beatty are committed to
ensuring that the local benefits of this project are wide and long-lasting.
Alongside the enduring legacy the station will provide in terms of creating
a hub of public transport access, the construction of the project will
provide an invaluable opportunity to engage, train and inspire local
people.

One the key elements of the Scape procurement route, through which
this scheme will be delivered, are the key performance indicators around
community engagement and use of local workforce and supply chain.
A real recent example of how successful this has been can be seen from
Birchwood Pinch Point scheme. This highway scheme was completed in
the east of Warrington earlier this year. Balfour Beatty identified a specific
individual with the skills and responsibility for engaging local community
groups, schools and colleges. Their role is to help the community gain an
understanding and ownership of the works but also crucially, to open up
opportunities for employment and training through apprenticeships and
work experience placements.
Headlines for the Birchwood scheme, over 9 months were:

 6 work experience placements
 School/college visits covering over 350 pupils
 7 direct local new jobs created
 New apprentice role created within Balfour Beatty
 Over 300 newsletters delivered locally
 1 volunteer event (Warrington Run)
 £648 in kind and charitable donations to local groups
To help explain how the KPIs under the Scape framework are set out, a
summary of the Employment and Skills plan for Birchwood Pinch Point
can be found at Appendix S.
Whilst the full scope of the community engagement for Warrington West
is yet to be finalised, a draft set of targets for Employment and Skills is
also included at Appendix S. This sets out an indicative plan to create 7
work experience placements, a minimum of 6 new local jobs and 3
apprenticeships.
7.3
Demonstrate that the proposed station and timetable is supported by NR
Stakeholder (support from Route Enhancements Manager), DfT (support from
Support Commercial Manager(s)) and the incumbent Train Operating Company
(TOC)
In addition to the consultation already undertaken (as outline below), a

series of letters of support from key stakeholders were received in 2013
and again in 2016 to support the New Station Fund applications. These
include support from United Utilities as a local employer, the Cheshire
and Warrington Local Enterprise Partnership, Network Warrington bus
operator, the Highways Agency, and David Wilson Homes as developer
of Chapelford Urban Village and can be found at Appendix B.
In addition, correspondence has been issued to the Principal Programme

Sponsor at Network Rail and the Commercial Manager at Rail North
Partnership. These can be found in Appendix T.

7.4
Outline key details of the communications plan ensuring a time-based
Communications plan is in place for proactive communications and media enquiries.
plan Attach the full communications plan.
To inform the communication and stakeholder management, the following

key objectives have been defined:
To raise awareness and understanding of the scheme;
- To enable the public to discuss the scheme with a member of

the project team through a variety of communication mediums;
- To understand whether the principles of the scheme were

supported or not supported by the public; and
- To provide the Executive Board with feedback regarding public

thoughts about the project.
A Communications Plan 2017 has been identified which can be found at

Appendix R.
7.5
Provide details of your Diversity Impact Assessment for the project (see
Diversity Impact Appendix A for the Diversity Impact Assessment template)
Assessment
A Diversity Impact Assessment has been prepared for the project, and
submitted for approval to Network Rail on 21/11/2016 – see Appendix U.
The key elements to note from this assessment are described below.
The proposed station has a broadly positive impact on all of the protected
characteristics. It will:
 Increase travel opportunities by providing new services
 Be accessible by all - park and ride, taxi drop off, designated bus
stops, cycle parking and routes, pedestrian routes, wheelchair and
mobility scooter accessible site, station building and platforms via
lift facilities.
 Staffed station building to provide assistance to any passenger

requiring assistance, reassurance, or wider support
Potential dis-benefits are:
 A reduced service at Sankey for Penketh station requiring

passengers from the immediate area to travel to Warrington West
could affect older people and people with a disability
disproportionately

In order to mitigate this potential dis-benefit, the scheme includes
ensuring the pedestrian and cycling links (which will be accessible by
wheelchairs and mobility scooters) between the two stations are to a high
standards, all bus stops are fully accessible and information and training
where required are easily accessible to any groups how have longer to
travel to access the station.
The detail design of the station will involve detailed consultation with
Disability and Old Peoples groups to ensure the station is accessible to
all.
Other useful information

Independent Validation
9.1
Provide evidence that capital and operational costs have been
Station capital and independently verified and validated
operational costs
Estimates for scheme delivery were initially produced by Network Rail
under a now superseded ‘Design and Build’ procurement pathway.
WBC commissioned Balfour Beatty in 2016 through the SCAPE

Framework to provide early contractor involvement through the
development phase including undertaking an independent cost review
of the scheme.
This review highlighted a potential significant increase in costs. As a

result a fundamental review of the scheme was undertaken including a
value engineering exercise to confirm scope and funding envelope
required to deliver the scheme.
Working in partnership with AECOM as designer the Value Engineering

workshops have concluded with a deliverable solution supported by a
validated and robust cost estimate for the scheme.
9.2
Provide evidence that the proposed service and timetables have been
Service planning and independently verified and validated by Network Rail
timetables
At present, Warrington is unable to provide fully validated independent

evidence to support this bid that the timetables and service patterns set
out in this bid are achievable. It is recognised that this is a clear priority
for the scheme and can confirm that urgent work is ongoing with
Network Rail to agree the scope of the work required and then develop,
review and validate timetables that can demonstrate the service
patterns are workable.
However, we can set out evidence, as described below, which we feel

should give Network Rail considerable reassurance that the risk that
there is an issue with the service pattern of 3 trains per hour is low.
Fundamental to this evidence is the process which led to the start of

the new Northern Franchise in April 2016, through which Warrington
was successful in securing calls at Warrington West station. Arriva Rail
North Limited won the franchise competition and their franchise bid
included calling 3 tph at Warrington West. The background to the
detailed work undertaken by Arriva Rail North Limited during the
bidding process has been summarised in the evidence kindly provided
by Arriva (and replicated in the box below).

Evidence from Arriva Rail North Limited:
During the bid period, we took note of the proposals for Warrington West, and given
the significance of the scheme felt it was important to ensure the station was served
not just by the ITT-specified 2tph, but by all three trains per hour on the route. Whilst
the Train Service Requirement (TSR) was silent on which services should call, we
understood that the business case was based on the inclusion of calls in the fast
service, which will migrate to the Northern franchise in December 2017. We therefore
proposed to serve the station with 3tph across most of the operating day from that
date. This is an increase in calls of 1tph compared with the ITT TSR franchise
specification, which only required 2tph including the switching of most of the current
stops from Sankey to Warrington West. The benefits of our proposals comprise a
50% increase in calls at the station, and in due course Warrington West will be
included in the Northern Connect network, with a fast service to Manchester Airport.
To support our proposals across the whole of the Northern network we undertook
some limited Railsys modelling during the bid phase, which was necessarily focused
in the areas we considered high risk in terms of major timetable changes. We carried
out two Railsys exercises focused on central Manchester and the Leeds area. Whilst
the former did model all train services which operate via the Warrington Central route,
the model area did not stretch sufficiently far to explicitly model the route, nor calls at
Warrington West.
During the bid phase we shared our timetable proposals with Network Rail, and
understood their perspectives and concerns. Network Rail provided a letter of support
to accompany our bid submission, which stated that “…Arriva Rail North has shared
its timetable proposals that meet the Train Service Requirements. Additional services
that exceed the Train Service Requirements have also been shared. Network Rail
has highlighted areas where we required performance considerations to be
understood and mitigated and we are supportive of the focussed Railsys modelling
undertaken around Manchester and Leeds.”
Our view during the bid phase was that:

 There would be minimal performance risk through switching the calls from Sankey
to Warrington West on the stopping services;
 Additional calls on the fast services would be low risk. The trains concerned will
no longer be operating trans-Pennine to and from Scarborough, and during 2018
brand new high performance DMU rolling stock will be deployed; and
 Throughout our operational plans we developed initiatives to support performance
improvement, including station dwell times, which will benefit fast and stopping
services and mitigate additional calls, giving confidence that the stops can be
accommodated.
[Email from Richard Harper (Production Director, Trains Bid Team, Arriva UK Trains
Ltd), 25 October 2016]
Key here is the fact that as part of the bidding process, Arriva gained
assurance from Network Rail that their timetable proposals were
workable and achievable. This included detailed Railsys modelling
through the key areas of the rail network where the services that will
call at Warrington West will operate. Network Rail has stated that they
are supportive of the work undertaken by Arriva in this regard.
Rail North have advised that as part of the refranchise process

Network Rail accepted that the 3tph stopping at Warrington West (both
with minimal number of trains stopping at Sankey) would be

deliverable, subject to Rail Industry processes. Also DfT technical
advisors confirmed that both the proposals should be deliverable.
Proposals that were considered to create unacceptable operating risks
did not make it into the final Train Service Requirements.
Ultimately this work has translated into the Franchise Agreement that
has now been signed and formally adopted for the Northern franchise.
Rail North/Department for Transport has confirmed that Warrington
West is indeed in the Train Service Requirement in correspondence
reproduced at Appendix T.
WBC, as a Partner of Rail North, is therefore confident that the station

calls are secured with the train operator and that this is binding via the
Franchise Agreement in place.
Further evidence relates to a train planning exercise for Warrington

West which was undertaken in September 2014 which fed into the
Network Rail Large Projects Panel GRIP 4-8 Investment Authority
process at that time. This analysis was based on the known future
year timetable at that time and identified some minor resolvable
conflicts in the Hunts Cross West Junction area. The Large Projects
Panel agreed investment authority at that time based on the evidence
presented.
WBC, however, do acknowledge that further more detailed timetable

modelling is required and commit to continue to work closely with
Network Rail and rail industry partners to finalise the timetable on the
CLC and mitigate any consequences that may arise from calling at
Warrington West. Clearly Arriva Rail North Limited takes the view that
there is minimal performance risk associated with introducing the new
calls. However, it has to be acknowledged that the future base
timetable is not yet finalised via the rail industry processes due to
current unknowns in terms of infrastructure delivery planned to support
the December 2017 timetable.
The intention is that WBC will work closely with Network Rail and
Northern to complete this work with a view to closing out this element
of the train planning detail. We hope to agree the scope of the
modelling required in the coming weeks, and to include the Network
Rail checking and approvals role within the Client Requirements
Document, currently being finalised to inform the resulting Asset
Protection Agreement (APA) with Network Rail.
On that basis, the above position statement sets out what work has
been done to date and the approach to including further more detailed
timetable modelling within the scope of the APA is to be agreed with
Network Rail.

9.3
Provide evidence that capital and operational costs have been
Passenger demand independently verified and validated
and revenue
forecasts An independent review of the passenger demand and revenue
forecasts has been undertaken by Mott MacDonald. A note setting out
the findings of the review is included in Appendix V.

Declaration
In making this application, I agree:
 that the information provided by me in this application is to the best of my knowledge

correct
 that this application does not form or imply any contract to provide funding
 to allow Network Rail and the Department for Transport to undertake enquiries on this
application so as to satisfy themselves of its completeness and accuracy
 the project does not form part of, nor conflict with, Network Rail’s commitments as part
of the Network Rail’s current CP5 delivery plan, or form part of a TOC’s franchise
commitments. The project does not replace or form part of another existing
commitment to the DfT or Network Rail.
Signed:
Name in full: Steve Hunter
Applicant Warrington Borough Council

organisation:
Date: 25th November 2016
Please return this completed form along with supporting information by 25th November
2016 to Network Rail at the following e-mail address: Rebecca.Cooke@networkrail.co.uk
and/or by post to:
Rebecca Cooke
Network Rail,
The Quadrant:MK,
Loughton 3rd Floor
Elder Gate
Milton Keynes
MK9 1EN
Supporting documentation must be submitted in word and/or excel format as applicable,

not in PDF format. A signed version of the application form should be submitted in PDF
format along with a word copy.

If submitting by post, please include a CD with electronic
versions of all documents and ensure supporting documents
show the section of this application form they are evidencing.
Glossary of terms
“Appraisal Summary Table / AST” a requirement of WebTAG
“WebTAG” DfT’s Appraisal Guidance – WebTAG provides information on the role of

transport modelling and appraisal
“Transport Economic Efficiency / TEE” a requirement of WebTAG
“PA” Public Accounts table a requirement of WebTAG
“Analysis of Monetised Costs and Benefits / AMCB a requirement of WebTAG
“Station Facility Owner / SFO” the Train Operating Company that enters into a station
lease with Network Rail
“Train Operating Company / TOC” the operator of passenger and freight trains which
has entered into an Access Agreement with Network Rail
“Governance for Railway Investment Projects / GRIP” which is a Network Rail

standard for the development and implementation of works on Network Rail managed
infrastructure

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New Station Fund 2 (NSF2)

Proposed Station Warrington West

Name of applicant: Warrington Borough Council

Date Submitted: 25th November 2016

Network Rail use only:

1.5 Warrington Borough Council, New Town House, Buttermarket Street,

Revised July 2016 Page 2 Version 3

Bid size Evidence required Business Case Summary Tabs

Desirable: (3) TEE / PA / AMCB

Revised July 2016 Page 3 Version 3

Include plans, maps or illustrations of the New Station

Station Name: Warrington West.

Location: South of Chapelford Urban Village at co-ordinates (X 357611 and Y

Figure 2.1.1: Warrington West Station (Northern Network Context)

Revised July 2016 Page 4 Version 3

Figure 2.1.3: Aerial view of vacant site in Chapelford Urban Village

Revised July 2016 Page 5 Version 3

Figures 2.1.5 to 2.1.8 present illustrations of the proposed new station.

Figure 2.1.5: Warrington West Railway Station Layout

Revised July 2016 Page 6 Version 3

Figure 2.1.7: View from the car park of station building

Figure 2.1.8: Platform elevation

Revised July 2016 Page 7 Version 3

In summary, the following station facilities are proposed:

• 6 car platforms with passive provision for 8 cars - retained within an

• Lift and stair access to both platforms via a new overbridge;

• Emergency platform access points;

• On platform shelters and customer information displays;

• Access to platforms via ground level station building;

• 268 space secure car park including:

o 14 disabled bays close the station building;

o Electric vehicle charging points; and

o CCTV and barrier control.

• Pedestrian and cycle connections to adjacent well-developed networks;

• Bus stops and layover facilities;

• Drop off area; and

Revised July 2016 Page 8 Version 3

Revised July 2016 Page 9 Version 3

Taxi Rank and Drop-off / Pick-up Facility

Revised July 2016 Page 10 Version 3

Revised July 2016 Page 11 Version 3

The existing Signalling and Telecommunications cables will need to be slewed

No other drainage is anticipated to run into the diverted cess drainage.

Existing Automatic Warning System and Automatic Warning Indicators

Slew Track to new platform alignment

Revised July 2016 Page 12 Version 3

Controlled ‘Large Rig’

Track possession works

Revised July 2016 Page 13 Version 3

One of these is expected to be a semi-fast “Northern Connect” service operating

Revised July 2016 Page 14 Version 3

Demonstrate that no service subsidy is required

It is anticipated that no additional subsidy will be required to operate rail

£’000 2019 2020 2021 2022 2023 2024

Revenue £622.0 £965.9 £1,291.0 £1,528.7 £1,653.2 £1,710.2

Opex £133.3 £134.8 £136.4 £138.0 £139.6 £141.2

Surplus/(Loss) £488.7 £831.1 £1,154.6 £1,390.7 £1,513.6 £1,569.0

2016 prices / 2019 is a half year. Revenue excludes application of ramp-up.

Revised July 2016 Page 15 Version 3

No new services are being introduced as a direct consequence of the opening

In addition, the Liverpool Lime Street to Manchester Airport “semi-fast” service

The opening of Warrington West Station is envisaged to have the following

- Minimal increase in journey time for CLC services calling at Warrington

Impact on We have already demonstrated in our response to Question 2.6 that it is