Summary

Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Summary of Control & Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Content:
1. Introduction 2. General Signaling System Overview 3. Signaling system Operations Requirements 4. Functional Requirements 5. General signaling Equipment requirement 6. Standards 7. General conditions 8. Requested document 9. Training 10. Interlocking test

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

1. Introduction
MURL 2 will be totally 15.268 km long with 13 stations (numbered from A2 to M2) operated over 13.35km Commercial length. Stations Length (m) Total Operated (includes turnbacks) Commercial 15268 14099 13669 13

Note :( the M2 station is added to documents and considered in engineering design in last step of tender. It is obvious the complementary data in this regard shall be submitted accordingly)
It is scheduled MURL2 to be opened in 2016. There will be two operating phases; near phase and far phase. The difference between the two phases concerns only the operating headways. The infrastructure will remain the same throughout. MURL2 will not be physically extended during these two phases. In addition, the train composition will remain unchanged (ie. 5 cars x 20m long = 100m long train) The depot will be situated at the end of the line, after station A2. The depot will be used to store and maintain the rolling stock fleet for MURL2. Its facilities will also be used / shared by MURL3 and MURL4 (but not MURL1). As a result, there will be service track connections with MURL3 and MURL4 (the connection to MURL1 is provided for train transfer). Rolling stock exchanges will occur between these two lines, essentially empty trains (without passengers) and service / maintenance vehicles. These movements will take place outside of normal commercial operating hours. This requirement implies that the rolling stock will have some common characteristics, although at the current time, there will be no standardization with other MURL lines. There will also be a service track connection with the Railway line, for transporting vehicles, heavy material and equipment The ridership studies, the train service type and headways are described in attached documents in detail, however, the management of ridership peak must be taken into account with specific safety and operating rules, some of these concepts are described below: Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

The Architect will need to incorporate into the designs the maximum passenger volumes expected on pilgrimage days. Having sufficient numbers of station staff strategically positioned around the stations (much More than would normally be deployed on a typical weekday, during these special days), will be an important feature. -Total length of the path of phase 2 is 13 km with 13 passenger stations and 1 parking. -Final headway for Mashhad Urban Railway Line2is 120 s in each line .two line with one direction. General Description of the Project is as following tables:

General Description of the Project

CRITERIA Stations (A2 Length (m) Total Operated (includes turnbacks) Commercial M2) 13 15268 14099 13669 VALUE

Inauguration year

Open to passengers in 2016 Maximum of 11000 pphpd between E2-G2, at 2021. Unknown for holidays and special religious event. The remaining transport capacity should be available to pilgrims. G2 -H2 (Approximately 2 return trips per day, empty vehicles)
At the current time, no standardisation with other MURL lines

Ridership Data (Transportation Studies) Track connection (MURL2 MURL3 / MURL4) Standardisation General policy General policy General policy -

Operation Maintenance design rules

MUR2-EGS-RE-403_Operation and Maintenance MUR2-EGS-RE-403_Operation and Maintenance The infrastructure must be sized with far phase criterions

Future extension

No future extension

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

criteria Stations Length (m) Total Operated (includes turnbacks) Commercial Inauguration year Ridership Data (Transportation Studies) Track connection (MURL2 MURL4) MURL3 /

Value 13 15268 14099 13669 Open to passengers in 2016 Maximum of 11000 pphpd between E2-G2, at 2021. Unknown for holidays and special religious event. The remaining transport capacity should be available to pilgrims. G2 -H2 (Approximatemaly 2 return trips per day, empty vehicles) At the current time, no standardisation with other MURL lines SEE REPORT 3.1 : ANNEX 2 SEE REPORT 3.1 : CHAPTER 5 The infrastructure must be sized with far phase criterions No future extension

Standardisation General policy -Operation General policy -Maintenance General policy -design rules Future extension Minimum Headways Practical (design, technical or absolute minimum) Near Phase (peak hours) Far Phase (peak hours) Service Frequency (peak hours) Train passages per hour per direction Near Phase Far Phase Train capacity (used to estimate transportation capacity) Maximum Transportation capacity (PPHPD) Near Phase Far Phase Transport capacity evolution Ridership Growth Saturday -Wednesday (Weekdays) Thursday (Weekend) Friday (Weekend) Holidays (Nowruz & Others) Ridership Capacity Requirements Saturday -Wednesday (Weekdays) Thursday (Weekend) Friday (Weekend) Holidays (Nowruz & Others) Minimum Operating Headways

1'45'' 3'00'' 2'00''

20 30 800 (all seats occupied and 4 standees / m2) 16000 24000 SEE OBJECTIVE ABOVE Near Phase Far Phase Transportation Transportation Studies x 2.20 Studies x 1.45 -15% of weekday -30% of weekday -30% of weekday -30% of weekday Transportation Transportation Studies x2.20 Studies x 1.45 Near Phase Far Phase 16000 24000 13600 20400 11200 16800 16000 24000 Near Phase Far Phase

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Saturday -Wednesday (Weekdays) Thursday (Weekend) Friday (Weekend) Holidays (Nowruz & Others) Regularity Station Stop Dwell Time -Technical Time Door opening Buzzer time Door closing Train departure delay Station Stop Dwell Time Average Passenger Exchange Rate Per Door Per Car Per Train Uneven loading distribution factor between cars Dwell times Maximum (G2) Maximum (terminus stations A2 & M2) Minimum (Other stations) Total train mass (for journey time simulation) Coasting and regulation time (margin) Run Times (Egis Rail) Nominal Train Performance, AW2 loading, 80 km/h M2 <-A2 M2 -> A2 Run Times (Egis Rail) Nominal Train Performance, AW3 loading, 80 km/h M2 <-A2 M2 -> A2 Run Times (Egis Rail) Degraded Train Performance, AW2 loading, 80 km/h M2 <-A2 M2 -> A2 Run Times (Egis Rail) Degraded Train Performance, AW3 loading, 80 km/h M2 <-A2 M2 -> A2 Train composition to be taken into account Fleet size On-Line (Peak Hour) Maintenance Reserve (+15% of trains on-line) Operating Reserve TOTAL Turnback method 3'00'' 2'00'' 3'30'' 2'20'' 4'15'' 2'45'' 3'00'' 2'00'' SEE REPORT 3.1 : CHAPTER 6 (RAM REQUIREMENTS) 12s 4s 3s 4s 1s

2 passengers / second 8 passengers / second 40 passengers / second +50% (average loading per car x 1.5) 35s 45s 25s AW2 = 231.0 tonnes AW3 = 257.5 tonnes +5s / km Journey Time 21'35'' 21'28'' Journey Time 21'48'' 21'36'' Journey Time 23'02'' 22'30'' Journey Time Commercial Speed 38.0 km/h 38.2 km/h Commercial Speed 37.6 km/h 38.0 km/h Commercial Speed 35.6 km/h 36.5 km/h Commercial Speed

23'24'' 35.0 km/h 22'41'' 36.2 km/h Train consists of 5 cars. Length = 5 x 20m = 100m. Near Phase Far Phase 17 25 3 4 1 1 21 30 2 drivers simultaneously change cab ends Rahab have indicated that the turnback procedure is

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

likely to be 2 drivers simultaneously changing cab ends. New simulations of manoeuvres / turns into terminal have been effected by Egis Rail (in order to evaluate the technical interval). They indicate an absolute minimum (technical) headway of 1'45''. The drivers will have 30s to change cab ends. 114 973 102 937 2 414 438 3 088 109 Stations C2, E2, G2, I2, L2 ATC ( ATP + ATO + ATS )

Driver changeover time (in terminus) Train.kms run annually per train (EGIS RAIL) Near Phase Far Phase Total Train.kms run annually (EGIS RAIL) Near Phase Far Phase Track crossovers (degraded mode, temporary turnback positions) Operating method

criteria Operating days Saturday -Wednesday (Weekdays) Thursday (Weekend) Friday (Weekend) Holidays (Nowruz & Others) Operating headways (near phase) 05 06 06 07 07 08 08 -09 09 -10 10 -11 11 -12 12 -13 13 -14 14 -15 15 -16 16 -17 17 -18 18 -19 19 -20 20 -21 21 -22 22 -23 23 -24h30 Operating headways (far phase) 05 06 06 07 07 08 08 -09 09 -10 10 -11 11 -12 12 -13

Nb of Days 260 42 42 21 Sat -Wed 7'30'' 5'00'' 3'00'' 3'00'' 5'00'' 5'00'' 7'30'' 7'30'' 5'00'' 5'00'' 5'00'' 3'00'' 3'00'' 5'00'' 5'00'' 7'30'' 7'30'' 10'00'' 10'00'' Sat -Wed 7'30'' 4'00'' 2'00'' 2'00'' 4'00'' 4'00'' 5'00'' 5'00''

Value First Service 05h00 05h00 05h00 05h00 Thursday Friday 10'00'' 10'00'' 7'30'' 7'30'' 5'00'' 5'30'' 3'30'' 4'15'' 3'30'' 4'15'' 5'00'' 5'30'' 5'00'' 5'30'' 5'00'' 5'30'' 5'00'' 5'30'' 5'00'' 5'30'' 5'00'' 5'30'' 3'30'' 4'15'' 3'30'' 4'15'' 3'00'' 4'15'' 6'00'' 5'30'' 7'30'' 7'30'' 7'30'' 7'30'' 10'00'' 10'00'' 10'00'' 10'00'' Thursday Friday 10'00'' 10'00'' 7'30'' 7'30'' 4'30'' 5'00'' 2'20'' 2'45'' 2'20'' 2'45'' 4'30'' 5'00'' 4'30'' 5'00'' 4'30'' 5'00''

Last Service 24h30 24h30 24h30 24h30 Holidays 7'30'' 5'00'' 4'00'' 3'00'' 3'00'' 4'00'' 4'00'' 4'00'' 4'00'' 4'00'' 4'00'' 3'00'' 3'00'' 3'00'' 3'00'' 3'00'' 3'00'' 4'00'' 7'30'' Holidays 7'30'' 4'00'' 3'00'' 2'00'' 2'00'' 3'00'' 3'00'' 3'00''

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

13 -14 14 -15 15 -16 16 -17 17 -18 18 -19 19 -20 20 -21 21 -22 22 -23 23 -24h30 Maximum operating speeds Normal mode Entry in stations Deviated track (turnouts & crossovers) 5'00'' 5'00'' 5'00'' 2'00'' 2'00'' 4'00'' 4'00'' 7'30'' 7'30'' 10'00'' 10'00'' 4'30'' 4'30'' 4'30'' 2'20'' 2'20'' 2'20'' 5'00'' 7'30'' 7'30'' 10'00'' 10'00'' 5'00'' 5'00'' 5'00'' 2'45'' 2'45'' 2'45'' 5'00'' 7'30'' 7'30'' 10'00'' 10'00'' 80 km/h 40 km/h 25 km/h 3'00'' 3'00'' 3'00'' 2'00'' 2'00'' 2'00'' 2'00'' 2'00'' 2'00'' 3'00'' 5'00''

2. General Signaling System Overview (for detail refers to

attached documents). The Signaling system shall use a fixed block concept type and will feature hi-speed and bidirectional communication between onboard, trackside and operating control center (OCC) sub-systems. During the normal service, the signaling system shall require no OCC staff intervention other than Supervision, and minimum OCC staff intervention out of normal service (degraded mode). Any equipment failure or line interruption shall be instantly reported to OCC and lead to minimal service Disruption. In case of significant failure, the system shall fallback to alternative modes of operation under OCC staff full supervision. The ATC system shall be designed such that equipment failure rates shall be sufficiently low to prevent the need for manual driving operation, which shall be exceptional and reserved for train return to yards. The ATC system shall provide safe and flexible operation. This signaling system shall be composed of six sub-systems: 1. Interlocking sub-system 2. Automatic Train Control sub-system 3. Automatic Train Supervision sub-system2 (ATS system) 4- ATP system including onboard equipment 5-Wayside Equipment 6- CTC Center equipment in OCC Automatic Train Protection functions shall be an integrated system using ATC and trackside equipment. The ATC sub-system shall cover mainline operations only. Yard operations shall be realized in manual driving mode using the IXL sub-system and under control of the OCC staff. The IXL sub-system shall facilitate and allow safe manual mainline operations. The ATS shall provide to the OCC staff a user-friendly controls and supervision tool, and provide all the necessary data and filtering tools to support maintenance activity. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Necessary automatic train control hardware and software shall be provided to achieve a safe and an efficient automatic operation. The system shall remain opened such as to anticipate further line extensions, in terms of geography and capacity, as well as train extension. The ATC system shall make provision for the insertion of new stations within the lines as well as provision for lines extension. The train control system is intended to provide short interval, great operational flexibility, and safety through continuous over speed protection, smooth and predictable operation, high reliability and availability, optimized maintenance tasks. Equipment reliability, redundancy, and system architecture shall ensure that the operation of the system shall continue in the presence of any single point failure. The system architecture shall include redundant hardware for all ATC subsystems, unless the Contractor can substantiate by detailed analysis that his system can meet all reliability, availability and maintainability requirements as specified in the General Specifications without redundant hardware. Communication among trackside computers and between trackside computers and the OCC shall be by fibre optic links, radio frequency or copper links. However the trackside equipment in interlocking zones shall provide signaling protection for manual operation during the infrequent system failures impacting normal operation. ATC, interlocking and train detection subsystems shall form an integrated train control system, with proven in use interfaces between those subsystems. Necessary automatic train control hardware and software shall be provided to achieve safe and efficientfully automated operation for passenger trains. Under normal operation, ATC automatic mode shall require no OCC staff intervention other than supervision and minimum OCC staff intervention when out of normal operation. Traffic reinforcement steps to meet passengers demand shall be straightforward. Any equipment failure or line interruption shall be instantly reported to OCC and lead to minimal service disruption, as high availability requirements shall be met. In case of significant failure, the system shall then fallback to alternative modes of operation under OCC staff full supervision. The ATC automated control shall cover mainline and yard operations. The ATC shall facilitate and monitor safe manual mainline and yard operations. The ATC shall provide the OCC staff with user-friendly controls and supervision, and provide all the necessary data and filtering tools to support maintenance activity. The system shall remain opened such as to anticipate further line extensions, in terms of geography and capacity, as well as train extension.

3. signaling system Operations Requirements(for detail

refers to attached documents).

The trains shall be running into the ATC nominal mode and unattended in normal circumstances. Train routes shall be set automatically. The wayside is fully reserved for train traffic and does not mix or cross other transportation system path. The system design is to support single traffic. Only equipped train shall be operated, along with specific maintenance vehicles. ATC shall control automated mainline operation and facilitate manual operation on mainlines. In normal operations, train will stop at every station. Under degraded mode of operation it shall be, however, possible to modify the standard configuration, skip a station or all the stations (through train) for example.

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Under nominal mode of operation, train shall run in one direction except in limited identified interlocking zones however, the ATC system shall be design to authorise bi-directional operation. System and Driving Modes System Operation Modes At any point, in any time, the MASHHAD L2 project shall be operated in one of the modes defined below: Stationary: This is the initial and default mode. Automatic train movements (and manual train movement if requested by OCC) are disabled. Normal The states of the Signaling and control subsystems perform the major operating systems when no failures are reported. The system is capable of achieving its operational performances requirements (such subsystem failures or other conditions which may exist have negligible influence on safety and performance). Degraded One or more ATC subsystems have reported a failure or other condition, such that the system is not able to achieve its operational performance requirements (may be due either to a sub-system failure or some external event, such as an infringement of its right of way or obstacle detection) Emergency One or more ATC subsystems (on board or trackside controller) have reported an emergency condition, possibly indicating a threat to human life (e.g. abnormal degradation of braking performances beyond an acceptable limit), or a major system breakdown requiring for example a train evacuation through manual driving mode. ATC Function Modes The ATC system shall support a number of train operation modes comprising at least: Automatic Train Protection This mode consists in automated control and supervises the speed, and shall be applicable in case of degraded mode of the ATO or non-application of the ATO driving mode operation. This mode shall be available everywhere on the line and the depot except for the maintenance shop. Restricted Manual Operation This is a speed control manual mode under the responsibility of the driver. This mode corresponds to an emergency situation in case of major ATC failure. The train is manually driven under the operator responsibility at a limited speed (provisional value of 18 km/h, which is the maximum authorized speed).The operator will have to comply with trackside signal indications when entering shunting zones. Stand-by operation The train is stationary, but available to be put into operation automatically (e.g. time table) or by OCC initiative. Within the standby mode, the vehicle may be: ready: automatic operation may commence immediately dozing: automatic operation requires an initialisation phase Sleeping: automatic operation requires a heating-up phase, followed by an initialisation phase. Immobilized operation The train is either faulty or disabled in such a way that operation is not possible without requiring to manual maintenance operation driving modes are to be in accordance with Operations Rules. Manual operation assisted by ATP: manual driving is authorised within ATP speed profile Automatic manned operation assisted by ATP/ATO. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Ceiling operation mode (20km/h) This operation function is used when the train is going to the depot. A boundary area is defined between the mainline and the depot. When the train goes through at boundary area this one changes automatically to the useful mode into ceiling operation mode. In the other side when a train exits a depot the train is actually set on ceiling mode just to the boundary area. When the train exits the boundary area going into the mainline the train operation shall be fully automatically and supervising fit on the main mode of the line. In case of fails the drivers shall be following the Operations Rules. Initialization of System Normal Operation Mode Initialization of automatic operation after system startup must be not possible without manual intervention locally in each train, nor require OCC operator command to be made for each train. Initialization of automatic operation after a global system failure must be not possible without manual intervention in each train, nor require OCC operator command to be made for each train. All parts of the ATC system including trackside and on-board computers shall be capable of being remotely commanded to restart. Transition between any driving modes, in particular between automatic and manual, must be possible continuously and anywhere on the running line and in the yards. The border between manual and automatic areas shall only concern the following zones: depot boundary transfer track outer rail network transfer track if applicable The ATC system shall furnish to automatic train operation (ATO) and ATP system with following modes (for detail refers to attached documents): Associated driving modes definition: Automatic Train Driving mode (ATD or ATO mode) Protected Manual Driving mode (PMD or ATP mode) Restrictive Manual Driving mode (RMD) Area Driving mode ATD Mainline PMD RMD (degraded mode) DMD Depot RMD (degraded mode) Depot Manual Driving mode Automatic Train Driving Mode Protected Manual Driving mode Restricted Manual Driving mode Controlled by ATO, ATP ATP Rolling stock Speed: 25km/h ATP (on- board) Speed: 20km/h Restricted Manual Driving mode Rolling stock Speed: 25km/h

From the Depot In this case, the trains are unknown from the ATS system. The trains are parked in the Stabling tracks in the Depot. Keep in mind that this section is bi-directional. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

According to the timetables, the DCC operators wake up the trains and move them from the stabling tracks to the insertion/withdrawal area in DMD mode. The insertion/withdrawal area contains five positions from P1 to P5. Positions P1 to P3 are used in priority in T1 track (normal direction) but if needed, positions P4 and P5 can be used to park trains too (but must be free in priority to allowed withdrawal:). Before arriving to this area, the train is detected by a SOB (Safety optical Barrier) which informs DCC interlocking and ATS that the train is now manage by the ATS. At the same time, the train sends his Rolling stock number to the ATS by a wayside beacon. At the first free parking position (respectively P1, P2, P3, P4 or P5 position), the train stops. According to the timetables, ATS takes control of the train and move it to A2 platform departure (P6 position) in ATD mode. The train takes his service number at the A2 platform departure (position P6).

4. Functional Requirements
General
The Signaling System core encloses the 4 following functions: Interlocking (IXL): the system shall provide basic interlocking functions to ensure route command and setting in safe conditions.

Automatic Train Protection (ATP): the system shall control and supervise automated train operations in such a way to assure the safety of passengers, operations personnel and vehicles. Automatic Train Operation (ATO): the system shall provide commands to vehicle subsystems to ensure reliable and comfortable service for passengers and convenience for operation staff, within the limits and restrictions imposed by the ATP. Automatic Train Supervision (ATS): the system shall provide all monitoring, control and automated functions necessary to achieve fully supervised automatic operation of trains throughout the line sections, and to support degraded service. Interlocking Sub-SYSTEM General The Interlocking sub-system shall assure the train movement in safe conditions. The interlocking subsystem shall be provided to the mainline, depot and yard areas. The registration or command of any root can be done only if the interlocking conditions are established. To verify the interlocking conditions, the interlocking sub-system needs to know continuously and in real time, the state of the vital and non-vital inputs. These inputs may emanate from the wayside equipment that it self-manage (signals, track-circuits ) or from other equipment of the signaling system. Route setting and train movement through switches shall be secured by multiple means (32out-3 or 2 out- 2). Independently of any route locking function, the movement of any switch by means of power operation shall be secured when any part of a train occupies the track area in which the switch is located. Before a train is authorized to proceed through a switch or a series of switches, the interlocking subsystem must properly align and lock the switches affected. The switches required by a route must remain locked until the train completely clears the switches. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

However, sectional release of switches in a route shall be allowed when necessary to support the optimization of headways through junctions. Railway industry typical interlocking practices, including flank protection, to prevent the setting of conflicting routes, shall be adopted. Interlocking must ensure safety but should allow maximum operational flexibility through the design. Safety Requirements Throughout its applications, the interlocking sub-system shall achieve the following safety requirements: Conflicting set routes: This safety function manages diverse routes conflicts. These conflicts can be: One route already set Point position Direction Operation error Any attempt set a route not allowed or not recognized by the IXL shall be processed and cleared immediately without any consequences. Track section When any section of the track is occupied by a train, the points inside this section shall not be triggered. When a route has been already set and also occupied, the points inside this section shall not be triggered. In addition, the route shall not be released either automatically or manually. Approaching and time interlocking The approach interlocking means the occupied adjacent track route which is subsequent to a set route with an open signal. This set route shall only cancel after a defined delay time. The time interlocking means the approaching section after a set route with open signal. This route is in the position of the approaching interlocking. When the route is in the position of approaching interlocking and time interlocking, all points concerned to the route shall not be triggered the following data: Direction Long-term supervision of the correct points positions. The time delay for cancelling the route shall be design according to operational plan. Direction It shall mean that the interlocking avoids any routes to set against other routes which are already being set or overlapping routes set or any routes at the opposite direction set Long- term supervision of correct position of points Supervision of the correct points positions The route signaling shall be forbidden to open while any point bounded by the route does not meet any of following conditions: Correct position of any supervised points ( normal or reverse, tongue clearance, 4mm of the static track points) Locked up points Relevant status of the motor and also the power of this one shall be off. General safety requirements While the signal of the protected route is opened, the interlocking shall fully inspect that all track circuits bounded are free (not occupied). On the mainline, the adjacent track boundaries of the route shall be inspected if is free. Before the normal release of the route two items shall be inspected; 1. Ensure that the train had occupied the approaching section 2. Verify if this approaching section is released and the downstream is occupied. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

The interlocking of the mainline the speed command shall not be transmitted while: 1. Specific route has been set 2. and the electric interlocking is done. In case of a train is over the RED signal( then the signal is opened) and there is a conflict of the point position of the route which has been set, the transmission of the speed command shall be not allowed to train until a track verification. The track circuits of the work shop and yard area need to be equipped with the protection of the damaged insulation joints. During of any action of the locking points (locking routes, track sections, independent manual,...) the points shall not be activated. The circuits control of any indoor and outdoor equipments shall be type of dual tripping Automatic Train Protection
General

The ATC system shall provide the maximum safe operating flexibility and allow all safe operating running. Automatic Train Protection functions shall be achieved by means of an integrated ATC trackside and onboard system and auxiliary trackside system equipment. Auxiliary trackside equipment shall comply with the requirements of section 11. Linked to the IXL subsystem and using the vital input, the Automatic Train Protection function (ATP) enables the enforcement of safe system operation through the use of fail-safe concepts. The ATP functions include the service braking: respecting safe train separation approaching an end of track encountering a temporary speed restriction, applied upon OCC request, Applying an emergency braking whenever an unsafe condition is encountered. The ATP function is separately implemented from other non-safety related functions, both in the onboard equipment and in the wayside ATC equipment. The ATP function is distributed between onboard and wayside sub-systems. Emergency braking must be activated when and only when safety is no longer guaranteed. Emergency braking may also be triggered upon OCC emergency request. Emergency braking must continue until the train is stopped. In case of the gap of ATP signal (data transmission), the fail-safe system consisting in emitting a signal to all trains ensures that all trains are ready to trip. The ATP shall attribute to each train its own domain called movement authority where the train is able to run in a safe way up to the first stopping point imposed by the interlocking process. Speed envelope taking into account the train end of authority shall be computed by the onboard ATP. This process shall be carried out and continuously refreshed in real time within a response time allowing safe, efficient and optimized operation. This is illustrated by Train movement shall be secured with at least the following ATP sub-functions: Safe Train movement Over speed Protection Brake Assurance Securing of Routes Train Detection Safe end of Track Approach Speed Detection Train Splitting Protection / Train Integrity Protection Direction Control and Anti Rollback Protection Train Door Safe Protection Temporary Speed Restrictions Blocking of Track Sections or Switch Areas Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Wet/Dry Rail Reduced Adhesion Operation Safe Train Movement The ATP shall ensure and maintain safe operation between trains. All following and opposing running shall be protected by safety critical processes. Braking distance shall be derived from a safe braking model that shall consider worst case system response times and failure conditions, consistent with railway industry practice. The safe braking model shall be submitted as part of safe braking calculations. Trains equipped with ATC shall be capable of closing up to the rear of a preceding train, or to the entrance of an elementary detection zone (e.g. track-circuit) occupied by an unequipped (work/maintenance) or failed train. Unequipped or failed train shall be controlled by rules and, procedures, and trackside shunting signals. Safe train movement shall be based upon a principle of an instantaneous (brick wall) stop before preceding train. The ATC safe train movement functions shall consist of: Calculation, by the trackside zone controller, of the variable ATP data (movement authority limit, speed reductions, etc.) required by the onboard ATC equipment to establish the ATP speed profile (speed limit versus train position ) Transfer of the ATP required variable data to the onboard ATP equipment using the trackto-train data communications link (or network). Therefore, the cyclical transfer of fixed and non-variable data shall be reduced to avoid unnecessary loading of the data communications bandwidth. Calculation and enforcement of the ATP speed profile by onboard ATP equipment. The ATP speed profile shall take into account the train performances, gradient, civil works speed limit, and allowance for worst case tolerances. The ATP speed profile shall establish an unconditional movement authority limit for the ATP onboard equipment, i.e. the ATP onboard equipment shall ensure that under no circumstances (including failures) this movement authority is exceeded. In addition, the ATP speed profile shall be defined during the Contractor design such as: Trains shall be capable of safely reducing speed, closing up and stopping as short as possible prior to movement authority limits associated with shunting signals or bumper stops without requiring any additional authorizations from the ATC trackside or Operation Control Centre. This shall be achieved without any violation of the safety parameters (Example: this function is required to permit a train to enter and berth at a station platform when there is a shunting signal at danger or a bumper stop just beyond the platform exit.). Trains shall be capable of safely reducing speed, closing up and stopping as short as possible prior to movement authority limits associated with a dynamic obstacle such as: rear of train or unequipped vehicle or specific trackside Point to Protect entrance of elementary detection zone occupied by a train ATC traffic reversal point o failed elementary detection zone track-section blocked by OCC/ATS This speed reducing and train stopping shall not require any additional authorisations from the ATC trackside or OCC, nor be achieved without any violations of safety parameters. The issue of movement authority for opposite train routes in the same track shall continuously maintain a safe train separation that allows both trains to stop without colliding. The ATP shall ensure that the train never leaves or overrun the limit of movement authority, in case of violation of ones train end of movement authority limit, an immediate and automatic reduction to zero speed for all endangered movement authorities for other trains shall take place. Over speed Protection

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In establishing the ATP speed profile, the ATC onboard equipment shall continuously determine the maximum safe speed at the train location, for comparison with the actual train speed. The maximum safe speed shall be the most restrictive of: Speed limit for current section of track Any temporary speed restriction imposed on that section of track Maximum speed that would enable the train to stop safely prior to the limit of the trains movement authority Maximum speed that would enable the train to safely reduce its speed in conformity with the next speed target and location. Emergency braking shall automatically be initiated if the actual speed of the train is exceeding the ATP speed profile at the actual train location. Note: the ATO shall control the train speed with an operational speed limit lower than the maximum safe speed limit, i.e. ATP profile. If this control fails, ATP must initiate an emergency stopping. Brake Assurance
Service Braking

In normal conditions, the ATP speed profile compliance shall be enforced by initiating service braking. If the service brake is insufficient to keep the trains within the ATP speed profile, the ATC onboard equipment shall apply the emergency braking. Emergency Braking Immediate emergency braking of a train shall be initiated automatically upon any violation of safety conditions. Emergency braking shall automatically be initiated if a train is moving against the direction allowed in its current movement authority (anti roll back) Immediate emergency braking of trains shall be initiated automatically upon system failures (including loss of failsafe communication between system units) that might create a dangerous situation such as: General system failure which prohibits correct function of fail-safe central functions, all trains are stopped. Local system failure which prohibits correct function of fail-safe local functions, all trains in predefined track sections within that locality are stopped. Train system failure which prohibits correct function of fail-safe functions of trains, including loss of position, this train is stopped. Application of service brake either automatically or manually (in case of work trains) is determined by the ATP to be insufficient to stop the train short of an obstruction. Emergency braking shall also be triggered in case of receipt of an emergency Stop-now command from the OCC. Emergency handle (or any other device such as buttons etc.) shall be available in all trains. Activation of an on board emergency handle shall depend on train position; result in the following possibilities of activation: When the train is located at station platforms or within a provisional distance below 50 meters from the platform in the direction of travel, shall result in immediate emergency braking. When the train is located elsewhere shall result in a top priority alarm to OCC and a stop at the nearest possible regular stopping point within movement authority boundaries. Emergency braking, once initiated, shall remain active until the train comes to a complete stop. After the train has stopped, the emergency braking shall be required to be reset locally or from OCC, depending on the reason for the emergency braking for normal operation to resume. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

If conditions for the train to move are not fulfilled, the emergency stop shall remain in force, regardless of any reset, unless a switch to manual operation is done. In the onboard ATC, emergency braking and traction orders shall be interlocked in such a way, that traction is removed as soon as emergency braking order is initiated. (See Rolling stock particular specification) Braking Performance Monitoring The train emergency brake shall be automatically tested when the train is taken up by the OCC. Trains with deficient emergency brakes shall not be injected into the carousel. Alarms and report shall be generated and sent to OCC. Emergency braking shall automatically be initiated if a train is moving without movement Authority. Securing of Routes Following are general considerations about overlapping of movement authority and interlocking Secured routes establishment shall be established by a combination of ATC computing and tracksideRoutes may be defined as any movement authority that goes through a set of one or more switches. Securing of routes shall basically rely on movement authority granting Safe Train Movement) and switch interlocking. No issue of reciprocally conflicting movement authorities is allowed. The issue, change and cancelling of movement authorities shall be exchanged in a fail safe manner between the issuing instance/entities and the unit that is worn to the movement authority. Movement authority shall cover any portion of track geometry, except for blocked track sections or failed or blocked switches. Movement authorities as a minimum shall support movements between any predefined departure location and predefined arrival location over the track geometry, where predefined departure and arrival locations may be: Depot/Yard incoming or out coming boundaries Depot/Yard singularities such as train wash, transfer track, test track Transition zones within Depot/yard yard positions station platforms End of track wayside signals or marker In case of a cancellation of the movement authority, provisions shall be made to safeguard the previously authorized train shall be brought to a complete stop. This provision shall verify some functionality is issued before another movement authority, which could be an individual switch command that may include changes of switch position within the stopping distance of the mainly train. Movement authorities shall be provided by the ATP function for: any unmanned movement of trains, including trains carrying passengers unmanned supply and removal of empty trains may also be settled to manned maintenance vehicles or manned (defective) trains, provided that safety functions are fully operational. Automatic release from a movement authority over track sections and switches shall take place immediately, upon train passage or in case of rerouting of train, to allow subsequent movement authorities. Switch Interlocking Detection of switch position shall be done automatically and continuously. Commands shall be provided for change of switch position. Monday,May07,2012 page Rev.0

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5. Summary signaling equipment requirement: (for detail

refers to attached documents). Following systems for Mashhad Urban Railway Line2 traffic control system is required: 1. Necessary sets of Computer base Interlocking system (CBI) for 13 stations and one parking/depot.(the exact no. of CBI system shall decide & offer by bidder .we suggest 4 sets) 2. sil4 ATP system for 13 stations and one parking. (for detail refer to attached documents) 3. We suggest one set of Automatic Train control system for whole line (ATC) to be considered. (for detail refer to attached documents) 4. We suggest one set of communication radio base system for data exchange of train onboard system with wayside equipment (preferably ETCS3). (for detail refer to attached documents) 5. Necessary set of sil3 wayside equipment (such as Belize & induction loops for 13 stations and one depot). 6. All other local signaling equipment should have sil2 approval. 7. Supervisory & diagnostic system. (for detail refer to attached documents) 8. One set of Signal lamps system for whole line. (for detail refer to attached documents) 9. Emergency stop push button in each side of station(ESP) 10. The ATC system shall furnish to automatic route setting system (ARS) (for detail refer to attached documents) 11. The ATC system shall equip to automatic train routs (ATR) (for detail refers to attached documents). 12. The ATC system shall equip to redundant automatic supervisory (ATS) including automatic route setting management as well.

13. The ATC system shall equip to redundant automatic train supervisory simulator in CTC for training the operators and preventive and maintenance personnel. 14. The ATC system shall furnish to Necessary Data base servers for archiving data 15. Automatic signaling diagnostic system for data exchange among the CTC center and interlocking system in each station and ATC system as well. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

16. The ATC system shall equip to One set of Train management system(hardware and software) 17. Necessary cables, switches, panels and accessories for interconnection of signaling equipment in each station and between stations. (Cables or fiber optic for connection control and interlocking system in and out of stations). 18. One set of signaling data transmission backbone shall be proposed by bidder for ATC system and interlocking system in each station and between stations. 19. OCC/CTC Center equipment The proposed OCC/CTC room equipment should have following facility: 1. One computer based operation terminal for control of main routes and main stations with 3 high resolution 21 "monitors. (For detail refers to attached documents). 2. One computer based operation terminal for control and supervisory of main routes and main stations and depot as a backup spare. 3. One computer based operation terminal for control of main routes and main stations and depot as a backup and supervision and monitoring. 4. The management of stations, preventive and maintenance, operation of system, time table planning, and the trains' drivers time schedule, and passenger service is the main duty of OCC operators. (For detail refers to attached documents). 20. The availability of total signaling system should be according to attached documents. 21. The MTTR of total system should be should be according to attached documents 22. The MTBF of system should should be according to attached documents

6. Standards (for detail refers to attached documents).

The fabrication and testing of all the equipment shall comply with the latest issue of the applicable codes, standards and regulations. Last revision of valid international standards will be applied for engineering, equipment procurement, installation and commissioning of the signaling system. Some of mentioned above standards are presented in table below. However applicable standards are not limited to mentioned below items: Test of electromagnetic compatibility (EMC) According to EN50081-2 & EN5082-2 Cold and Dry Heat Testing (transport and operation) According to EN60068-2-1&2 Sinusoidal Vibration Testing (transport and operation) According to EN60068-2-6 Shock & free fall Test (operation) According to EN60068-2-27 &32 Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

Dust & water stream Test of According to EN60529 Railway application compatibility between rolling stock and train detection system According to EN50238 Railway application communication, signaling and processing systems software of railways control and protection system According to EN50128 Railway application safety-related electronic system of signaling According to EN50129 Railway application communication, signaling and processing systems part 1: related communication in closed transmission systems According to EN50159-1 Electromagnetic compatibility (EMC) part 6-4 generic standards, immunity for industrial environment According to EN61000-6-4 Railway application -Electromagnetic compatibility part4: emission, immunity of the signaling and telecommunication apparatus According to EN50121 Railway application the specification and demonstration of Reliability, Availability, Maintainability and Safety According to EN50126

7. General conditions: (for detail refers to attached documents).

Vendor shall submit his previously executed similar projects references. _ Vendor shall confirm his presented technical specifications as Comply List. Additionally vendor should accompany his technical proposal with a List Of Material (LOM) and manufacturer companies names. Mentioned Manufacturer Companies shall present valid guaranty for cooperation in construction and provision of accurate technical characteristic of the equipments used in this project separately. Obviously its vendor's responsibility to execute the project according to the proposed LOM. _ Vendor shall submit all the drawings, references and line simulations according to his proposal. _ Vendor shall provide equipments of each system of the project from unit manufacturer, similarly for the entire stations. _The vendor shall submit individually the MTBF of all the equipments of the system and the MTBF of the entire system with essential documents from valid international companies based on related standards. _ The vendor shall submit individually the MTTR of all the equipments of the system and the MTTR of the entire system with essential documents from valid international companies based on related standards. _ We recommend the vendor to present a general and exact simulation of capacity, headway and trip time of the trains in Mashhad Line 2 according to the line topography, distances between stations, Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

fleet characteristics, delay and stop time in stations, existing tolerance in position and velocity of the trains, average and maximum trip rate and other effective factors. _Vendor shall submit the time schedule of the project execution. _ Vendor shall submit the training time schedule related to this project including pre-installation and installation, commissioning, operation, trouble shooting and re-designation training. _The contractor shall submit necessary No's of copies of all the technical documents required for the project with all the drawings and detail characteristics related to the system structure in affairs of design, construction, installation, test, commission, operation and copy of all the system software in construction and pre-commissioning stage. Additionally he should submit As Built drawings before the temporary submission. _ The contractor shall provide all the equipments required for test, installation and commissioning of the project. _ After the contract the contractor shall coordinate and cooperate, whenever necessary, with the project manager who is defined by the client. _ All the equipments provided by the contractor shall be according to the last revision of the international standards (like CENELEC, ASTM, VDE, CCITT, IEC, IEEE and UIC wherever necessary) _ In this project the contractor will be directly responsible for the designing, procurement, installation and commissioning, supervision of the installation, arrangement of the tables which include construction, test, transportation and other items related to the manufacturers and his other cooperative companies. _After installation and commissioning of all the project equipments, the contractor shall submit the project experimentally for 6 months and after that guarantee the project for 24 months. _ All the costs related to replacement, arrangement, equipment transportation and etc. during the guarantee period will be in the contractors scope of work and the replaced equipments shall be new, sealed pack similar to the main sample. The replaced equipments shall not be repaired or used even once in an other place. _ The contractor shall confirm the entire items of this document and if he recommends any better or more state of the art equipment, he should submit all related technical documents before the contract in order to make and announce necessary decisions. _ After the contract, at the beginning of the project, the contractor shall submit to the project manager one daily report of the project progress in detail and one complementary report fort night according to the base line and the curve. _ The contractor shall submit to the client all the instructions related to the installation, commissioning, operation, maintenance and arrangement of the installed systems stage by stage and before the end of the project. page Rev.0

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_The contractor is responsible to provide the confirmed spare parts for 3 years system maintenance after guaranty period. The amount of these parts shall be according to the MTBF and MTTR. _The contractor shall guaranty a 20 years warranty with a proper price after the guaranty period. _ The contractor shall present a complete instruction manual on installation procedure and necessary plots in necessary No.s of copies, in the form of Soft copy and Hard copy, at the time of first equipment part delivery. _The contractor shall present a complete instruction manual on operation, maintenance procedure in necessary copies, in the form of Soft copy and Hard copy, at the time of first equipment part delivery. _ the contractor shall make necessary coordination for 5 No.s of the client's experts for inspection of the construction procedures and test at the factory site for at least 150 man/day, that will be done in separate times according to the client's announcement. _ All the inspection costs such as commutation and accommodation is in vendor's scope of work. _ The procurement of all the test requirements and probable costs of inspection is in vendor scope of work, and he should present as usual the necessary requirements for any requested test by the client. _The contractor shall hold the training courses under the training code (by law) conditions of the client from the contract start time and during the 2/3 of the entire contract period. _If there is any probable modification in the project, the contractor shall coordinate with the client and do that verification according to the unit price break down presented in this contract.

8. Requested documents (for detail refers to attached documents).

4-1- The minimum requested documents attached to the proposal: The vendor shall prepare a list of all the documents attached to his proposal. In spite of all the items mentioned in the text, this list shall comprise all of the following items: _ A list of all the standards that the system is designed, construction and tested according to them. _ A report which contains process and provision procedure of the standards obligations in system _The documents that show the fail safety of the system, its principles and its design procedures. _A report that contains following information about each of the devices, equipments, hardware and software subsystems:

Item
1

Subject
Name of the equipment, part, software or hardware

Remarks

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Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

2 3 4 5 6 7 Type of the equipment (Hardware or software) Place of application Duty Designer Company Manufacturer company The company that tests or confirms the compatibility of the system with the standards

_ A report that contains following information about the companies that have participated in design, construction, assembly or test of the system:

Item
1 2 3 4 5 6

Subject
Name of the company Role of the company QC Name of the code and standard The company that granted the certification The date of the certification and its update

Remarks

_A report that shows the life time of the presented system in each section and the procedure of this parameter calculation. _A report that shows the validation process of the system with following details: Complete information about companies and organizations which have had role in system validation. A review of the validation process and the outcome of each stage of the process.

List of the documents that shall be presented in system proposal: Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

_ A list of the presented trainings in different stages of the project execution, their titles and the training place. _A report that shows the capabilities of the system to support the safety of the system _ A report of the capabilities of the system to support the security of the system. _ A list of the systems, software and hardware capabilities considered for the control center _Arrangement of the signaling system equipments in control center building and related rooms in passenger stations in basic design level. _ Interlocking System design, operation procedure, capabilities and limitations _ATC system design, operation procedure, capabilities and limitations _A list of the parameters that can be monitored in the network, including train, line, signaling equipments, connections, power network and etc. in control center. _A report of headway and capacity analyzing in proposed system _A report of the technical and economical description of the proposed system _A list of the spare parts and technical explanation of type and No.s of the considered spare parts _A list of the carried out tests on the system that shall be attached to the proposal. _A list of the carried out tests or the tests that will be carried out on the system that shall be presented in the project execution stage. _A list of the systems and the test equipments presented with the system _A list of the systems and the training equipments presented with the system _A report of the capabilities made in the test line. Mentioned report shall at least include the following items: Goals and descriptions of the performable tests Test performance conditions Required equipments for the test

4-2 The minimum requested documents from the tender after the contract
The vendor shall submit the list of the submitted documents during the project execution period to the client at the beginning of the design stage. Some of the mentioned above documents are pointed in table below, however they are not limited to these:

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9. Training(for detail refers to attached documents).

The winner of the tender shall present required training in different levels in Mashhad Metro Line 2 site, for proper operation, maintenance of the system. After passing the training courses, the trained people shall have gained following abilities (The complete list of training courses will be submitted by the vendor and will no be limited to the following items): _Acquaintance with capabilities and performance of the system _ Acquaintance with arrangement and management of the system in different conditions and its applicability _Working with interlocking simulator system _Working with ATC system simulator _Working with OCC center systems simulator _ Method of applying the modifications, test and surveillance of the system with simulator _ Applying the modification in the main system, validation and correction of it _Equipments trouble shooting _Validation of the effects of any kind of changing in the systems or the subsystems on the operation of the system. _Replacement procedure of the system equipments with the current equipments in the country ( Required specification and characteristics and their compatibility) _Routine maintenance of all the equipments and subsystems. _Installation, test and commissioning of all the subsystems and equipments. _System test in different levels and stages. _System quality management process from the view of operation, maintenance of the system. _The vendor shall submit a copy of all his courses' references and slide files at least 2 weeks before the training time to the Mashhad Line 2 or his representative to receive their admission regarding the sufficiency of the .. _Represented references shall at least include all equipments, hardware and software systems used in Mashhad Metro Line 2 system

10.

Interlocking system test (for detail refers to attached

documents). Interlocking system test design containing all the tests that will be applied on the system before and after the installation shall be submitted. Accuracy of the tests shall be admitted by the client or his legal representative. Monday,May07,2012 page Rev.0

Summary Signaling system of Mashhad Urban Railway Line2 (VOLUME1)

The contractor shall present system design and operation different aspects validation and checking process. The document of applied test results shall be submitted. The contractor shall confirm the precision of all the wirings, labels, connections and etc. The vendor shall present the performance schedule that contains the following items at least, and for the execution he shall coordinate with the client or his legal representative the time schedule: _ Primary design delivery documents according to the client requirements _ System detail design _ Surveillance and confirmation of detail design documents including: Safety requirements supplying Reliability requirements supplying Surveillance of design, installation and maintenance problem Surveillance of probable modifications toward accessing mentioned requirements _ Interlocking system construction according to the defined requirements _ Factory manufactured system test _ Interlocking system surveillance _ Production and entrance of the area data _ Regulation of the interlocking system _ Installation and commissioning of the interlocking system _ Validation and test of the interlocking system in the site _ System communication test with control center and trackside (field) equipments _ Necessary trainings for the system The contractor shall present documents about line, risk, control procedures and their restriction validation according to the current international standards (mention of the standards references). The contactor shall submit one copy of test, control tables, equipments arrangement design and circuit diagrams documents or any other document that is used for maintenance, test, operation and extension of the system sealed and signed. After the equipments installation the contractor shall perform the required tests that show the accurate performance of the system and submit the related documents. These tests shall include interlocking unit, interfacing equipments, track circuit equipments, System communications with each other and Monday,May07,2012 page Rev.0

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with the control center, indicator panel, control tests and etc. In all the test stages client legal representative shall be present.

Typical signaling bid evaluation table

Weight Ai Evaluation result from100 Bi Derived points from the proposal

Criterion

Criterion Description

Ai*Bi/100

1 1.1

Procedure presentation

1.2

organization Chart execution procedure Vendor's references Risk evaluation Performance details Sub-contractors Test & commissioning Sum

1.3 1.4 1.5 1.6

1.7

Vendor's reaction regarding the tender Vendor's comprehension form the scope and limitation of the work and the proposal submission quality General quality of the organization chart and personnel's C.V. that shows their technical capabilities and experiences in the subject Explanation of the predicted execution procedure Reference in signaling system particularly in international projects calculation and control of probable dangers during the project Time schedule for performance, construction, procurement and test activities Information about sub-contractors' that shows their capabilities in execution of related duties Integration tests procedures

1 3 1 1

1.8

1 10

2 2.1 2.2

References & Standards References & Standards QC Procedure Submission of the documents that confirm the standards following Having bylaw for checking the QC execution in the project Having the minimum environmental effects (compatibility of the materials with the environment, the least effect of installation & commissioning of the equipment on the environment) 6 2

2.3

Environment compatibility Sum

10 page Rev.0

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Technical Proposal Procedure & Solution Interface List of references & suppliers Design documents Primary simulation Sum Sub-systems SIL4 safety 2 min headway accuracy for the stops Transportation line of train from hanger to the line TWC system Quantity & quality of the submitted documents Submission of the documents that show the headway calculation Description of how this accuracy is calculated 4 4 Complete & qualified proposed procedure, clarified assumption, suitability of the procedure General surveillance of the proposal regarding the safety, reliability Signaling system interface with other systems List of the equipment manufacturers that shows quality, performance and their supportive services Submission of the design & test documents General and detail simulation of headway, capacity and trip time

3 3.1 3.2 3.3 3.4 3.5

3 2 10 4 6 25

4 4.1 4.2

4.3

4.4

Submission of the documents that show the best considered area between hanger and the main line Submission of the documents that show the of the proposed TWC system Submission of the documents that show the of the proposed ATP system, the procurement quality of the requirements and the extension capabilities Submission of the documents that show the of the proposed ATP system, the procurement quality of the requirements and the extension capabilities Submission of the required documents that show the standard compatibilities and optimized performance of the on board equipments Submission of the documents that show the extendibility of the interlocking system and system details

4.5

4.6

ATP

4.7

ATO

4.8

On board equipments

4.9

Interlocking

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4.10 Wayside equipments Control traffic center (CTC) Train recognition in hanger Sum Submission of the documents that show the Efficiency of the presented capabilities in the CTC Presentation of the trains recognition method in hangers with required technical and economical description 5

4.11

4.12

2 40

5 5.1 5.2 5.3 5.4

Efficiency of the proposed system Safety RAM EMC Security against risks Design & construction basis Sum

General analysis of the required efficiency for the supply system Safety against fire and etc. Reliability factors EMC analysis and the its provision method for each sub-system System suitability against risks Description about the project execution procedure 1 2 1 1

5.5

1 6

Operation & maintenance management Guarantee Spare parts and equipments maintenance devices Design life time Software maintenance Training

Efficiency of the proposed performance methods, suitability of the proposed references and construction procedures Management & maintenance facilities by network management center Description of the services Evaluation of the proposed quantities by vendor, equipments maintenance method with technical and economical description Minimum life time shall be 30 years Software maintenance support The trainings and necessary training equipment being presented shall be complete 1 1

6.1 6.2.

6.3

6.4 6.5

1 1

6.6

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6.7 6.8 6.9 Test equipment's Sum Equipments and test systems shall be complete Total Maintenance capability The maintenance requirements shall comply with the tender documents 1 1 1 9 100

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