Engineering Specification

Transcription

1 Engineering Specification Telecommunications SPM 0212 COMMUNICATIONS & CONDITION MONITORING INFRASTRUCTURE Owner: Approved by: Version 1.1 Issued February 2012 Engineering Communications Manager, Communications & Control Systems Navin Hegde A / Communications Delivery Manager Communications & Control Systems Authorised by: Jeff Byron Chief Engineer Telecommunications Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp. Engineering Specification UNCONTROLLED WHEN PRINTED Page 1 of 75

2 control Version Date Reviewers Summary of change 1.0 January 2012 Chris Go First issue Wireless Systems Manager Pat Kerrigan Telecommunications Network Manager Llewellyn Mead Data Networks Manager Thuan Ngo Condition Monitoring Systems Manager 1.1 February 2012 Chris Go Wireless Systems Manager Thuan Ngo Condition Monitoring Systems Manager Correction to GRN and Police Radio coverage requirement. Correction to earthing for Condition Monitoring systems Summary of changes from previous version Summary of change Section Correction to GRN and Police Radio coverage requirement. 10 Correction to earthing for Condition Monitoring systems 11.5 RailCorp Page 2 of 75

3 Contents 1 Introduction Background Purpose Scope and Application Definitions and abbreviations Definitions Abbreviations General requirements Design process Requirements Specification Concept Design Detail Design Test Strategy and Plans RATM As Built ation Coordination of design Acceptance testing and commissioning Other obligations Facilities and DC Power Telecommunications equipment rooms Standards, Specifications and Drawings General Site specific design documentation Equipment cabinets Standards, Specifications and Drawings Requirements DC Power supplies Standards, Specifications and Drawings Requirements Cables Standards, Specifications and Drawings Requirements Transmission Networks Standards, Specifications and Drawings Requirements Emergency and Operations PABX Telephones Standards, Specifications and Drawings Requirements Data Networks General Requirements Standards, Specifications and Drawings Type approved equipment...28 RailCorp Page 3 of 75

4 8.1.3 C&CS ManageNet Network Management and Monitoring Naming Conventions IP Addressing Power and location Commissioning Tests Fibre Connectivity ATM Network Requirements ATM Network VPNs Access to an ATM Network VPN ATM Node Access Network OCDN Requirements OCDN Hierarchy OCDN VPNs Ethernet/IP Networks Provider Access Customer Access Interfaces Availability Aggregation (Distribution) Core Site Specific Requirements High Voltage (HV) Sites Stations Serial Data Interfaces Real Time Critical Serial data Non Real Time Critical Serial data Signalling Applications Serial Device Management Serial Data Modems Serial to Fibre Optical Converters Serial to Ethernet Converters Network Control Communications Systems (NCCS) Voice Communication System Standards, Specifications and Drawings Requirements Voice Recorder Network Standards, Specifications and Drawings Requirements Wireless infrastructure General Requirements Standards, Specifications and Drawings Requirements Antenna Systems Standards, Specifications and Drawings Requirements...43 RailCorp Page 4 of 75

5 10.3 RF EME Assessment and Site Compliance Standards, Specifications and Drawings Requirements Wireless Infrastructure equipment rooms Standards, Specifications and Drawings Requirements Wireless Infrastructure equipment cabinets Standards, Specifications and Drawings Requirements Digital Train Radio System (DTRS) Standards, Specifications and Drawings Requirements Without Brake-van (WB) Radio Standards, Specifications and Drawings Requirements Station Radio Standards, Specifications and Drawings Requirements Yard Radio Standards, Specifications and Drawings Requirements Government Radio Network (GRN) Standards, Specifications and Drawings Requirements Police Radio Standards, Specifications and Drawings Requirements Public Mobile Network Requirements Condition Monitoring Systems Types of Train Condition Monitoring Systems Typical Systems required on New Rail Corridors Bearing and Brake Temperature (BBT) Detection System Ground Borne Noise (GBN) and Wheel Impact Load Detector (WILD) systems Classes of Systems Classes Relevant to New Corridors Determination of Classes Site Selection Criteria General System Requirements Standards, Specifications and Drawings Hardware Requirements Software Requirements & Server Requirements Design ation...73 Appendix A Subject Matter Experts...75 RailCorp Page 5 of 75

6 1 Introduction 1.1 Background RailCorp s Communications and Control Systems (C&CS) division owns and operates a geographically vast telecommunications and condition monitoring systems infrastructure network throughout the Sydney metropolitan area. C&CS s telecommunications and condition monitoring infrastructure consists of multiple communications technologies including train radio systems, telephony & data networks, transmission systems, optical fibre & cable network systems, and rolling stock & infrastructure conditioning monitoring systems. The C&CS telecommunications infrastructure supports a wide range of services critical to railway operations such as train control and signalling, emergency and driver communication, train location systems etc. C&CS infrastructure also supports a number of on station services such as CCTV, SPI, ticketing, station LAN. The C&CS condition monitoring systems infrastructure provides vital alarm and trending data that help maintenance crews take corrective and preventative action for rolling stock asset and in future, infrastructure faults. Equipment used includes HBDs and AOA systems. RailCorp is continuing to expand the railway network in Sydney and areas of New South Wales. Expansion to the network also includes the addition of new tracks or turn backs. New telecommunications and condition monitoring infrastructure required for this expansion has to interface with the existing network and needs to be compliant with C&CS technical and system requirements. 1.2 Purpose This document is intended to detail the technical and system requirements for telecommunications and condition monitoring systems infrastructure if deployed for expansion of the rail network. This document is not intended to provide all the necessary information required for construction or tendering purposes and thus shall only be used as a general design requirement guideline. Applicability of the various specifications/requirements set out in this document could vary depending on the project requirements, complexity and/or location. The requirements shall therefore be assessed on a case by case basis. SME s for respective disciplines, as listed in 0, should be consulted if in doubt. This is a living document and is organised into infrastructure categories where the relevant RailCorp design authority responsible for each category maintains and updates that section of the document. Sections are divided into: General Facilities and DC Power Cables Transmission Networks Emergency and Operations PABX Telephones Data Networks Network Control Communications Systems RailCorp Page 6 of 75

7 Wireless Infrastructure Condition Monitoring Systems All new telecommunications infrastructure in rail corridors is to be compliant with all Australian Standards and RailCorp Standards, where this document provides specification for design it is to be used in addition to these standards. If there is a conflict between this document and the Australian Standards or RailCorp Standards referenced in this document, then the Australian Standards and RailCorp Standards shall take precedence and the Communications Engineering Manager of C&CS Division shall be notified. 1.3 Scope and Application The scope of this document is limited to providing C&CS s requirements of telecommunications and condition monitoring systems infrastructure for new rail corridors and major expansions of existing rail corridors such as line duplication or quadruplication. The following is in scope: Telecommunications Facilities and DC Power Including equipment rooms, equipment cabinets, and DC power supplies Cables Includes backbone cabling between telecommunications facilities, signalling bungalows and other telecommunications infrastructure Transmission Networks Voice and Data transmission equipment and interfaces Emergency and Operations PABX telephones Telephone systems that are safety or operations critical and under C&CS s Operational and Maintenance responsibility Data Networks Data switched network equipment supporting networks under C&CS s Operational and Maintenance responsibility Network Control Communications Systems Including Voice Communication Systems, and Voice Recording systems for single interface communication and recording of operations telephony and radio Wireless infrastructure Including train radio, yard radio, station radio, the Government Radio Network, the Police Radio Network and Public Mobile Networks Condition monitoring systems Includes Bearing and Brake Temperature Detectors, Bearing Acoustic Monitors, Dragging Equipment Detectors, Angle of Attack Detectors, Wheel Impact Load Detector, In-Motion Weighbridge, Ground Borne Noise Detectors, Automatic Equipment Identification, Wayside Information Management Systems RailCorp Page 7 of 75

8 The following is out of scope: End user services These are services that are supported by telecommunications and condition monitoring systems infrastructure however fall outside the scope of this document, such as Ticketing, CCTV and Passenger Information. These services may dictate requirements for telecommunications and condition monitoring systems infrastructure, however where and how they are implemented is as per the new corridor or expansion design in consultation with their stakeholders. IT infrastructure for general administration This is infrastructure that does not directly support railway operations such as IT servers, desktop computers, printers and their associated networks, cables and power. These services may dictate requirements for telecommunications infrastructure; however where and how they are deployed is as per the new corridor or expansion design in consultation with their stakeholders. RailCorp s Information and Communication Technology division (ICT) has responsibility for operations and maintenance of administrations infrastructure. Telephony infrastructure for general administrative communications This includes telephones located in offices and general station facilities on desktops, which does not directly support railway operations. These services may dictate requirements for telecommunications infrastructure; however where and how they are deployed is as per the new corridor or expansion design in consultation with their stakeholders. RailCorp s Information and Communication Technology division (ICT) has responsibility for operations and maintenance of administrations telephony. Station services equipment rooms and on station cable works : This document does not cover the technical requirements for station services equipment rooms or related cable works. These services may dictate requirements for telecommunications and condition monitoring systems infrastructure; however where and how they are deployed is as per the new corridor or expansion design in consultation with their stakeholders. 2 Definitions and abbreviations 2.1 Definitions RailCorp s Communications Engineering Communications Engineering in the C&CS Division of RailCorp Relevant Design Authority The SME Team Manager for the respective discipline, as listed in 0 New Rail Corridors New rail corridors and major expansions of existing rail corridors such as line duplication or quadruplication. DTRS Digital Train Radio System. The train radio system implemented within the RailCorp electrified area. SCADANet The SCADA system applied to the RailCorp electrical Network/traction power. RailCorp Page 8 of 75

9 OCDN The C&CS IP MPLS Backbone network C&CS ATM The C&CS ATM Backbone network being replaced by the OCDN Administration Telephones Desktop telephony which does not directly support railway operations. This includes telephones located in offices and general station facilities on desktops. Administration infrastructure Infrastructure that does not directly support railway operations such as IT servers, desktop computers, printers and their associated networks, cables and power. Station Services Equipment Room Services rooms house end user services infrastructure and are separate from telecommunications rooms On Station Cable Works Cable works at stations for end user services and services equipment rooms 2.2 Abbreviations AC Alternating current AOA Angle Of Attack AS Australian Standards ATM Asynchronous Transfer Mode C&CS Communications and Control Systems CCTV Closed Circuit TV DC Direct Current DTRS Digital Train Radio System EIRP Effective Isotropic Radiated Power HBD Hot Box Detector, also BBT (Bearing and Brake Temperature detector) IEEE Institute of Electrical and Electronic Engineers IP Internet Protocol IP Ingress Protection Rating IT Information Technology GRN Government Radio Network LAN Local Area Network MDF Main Distribution Frame MUX Multiplexer and De-Multiplex unit OCDN Operations Critical Data Network PABX Private Automatic Branch Exchange SDH Synchronous Digital Hierarchy RailCorp Page 9 of 75

10 SME Subject Matter Expert SPI Station Passenger Information TDM Time Division Multiplexing WB Without Brake-Van Radio System WDM Wave Division Multiplexing X-Ring An all ring, all talk, telephone arrangement 3 General requirements 3.1 Design process Telecommunications and condition monitoring systems Infrastructure design shall follow the established design process of RailCorp. Generally for large projects such as expansions of the rail network or for new rail corridors, a design management plan is required to demonstrate how the design process being followed meets the requirements of RailCorp. At a minimum, the design process will deliver the following: Requirements Specification The requirements specification brings together all the design requirements and inputs sufficient for the design to proceed. The customer requirements are fully qualified and may involve the production of design specifications, such as detailed user requirements specifications, functional specification, performance specifications, and business requirements specifications. The requirements specification requires agreement or signoff from the customer prior to proceeding further in the design Concept Design The concept design is intended to confirm feasibility by establishing a design solution, validating and verifying it to meet the overall objectives of the customer. This then forms the basis for a detailed design. Once again, depending on the complexity of the project, this may not be required for minor projects, but is mandatory for major projects. For new or novel design solutions, the concept design phase is also the stage where a prototype could be developed and the proof of concept established through a series of tests and trials. In some cases, a customer may require the design to just progress up to the concept stage. Example: For establishing feasibility or project budgeting purposes and/or to establish a business case. The concept design is undertaken after the requirements have been developed and analysed. The concept design may also be undertaken in the form of a document, a drawing or even a series of sketches. The following outputs are typical deliverables at the end of concept design. However, for more specialised projects, additional documentation may be required. System level schematics Network schematics RailCorp Page 10 of 75

11 Preliminary loss budgets Preliminary RAM (Reliability, Availability and Maintainability) analysis Spare port and cable allocation checks Material and equipment availability Software identification Typical Environmental limits Typical floor plan Changes to power and air-conditioning loads Concept timing diagrams Typical radio coverage Feasibility and acceptance of a new design solution. Indentify any changes to maintenance practises required. Prototype development report or a proof of concept report. The concept design may also be used to determine if there is a requirement to engage other design workgroups and to provide input for the design planning such as scheduling, costs, risks and issues Detail Design The following outputs are typical deliverables at the end of detailed design: Details of design for CCR purposes Final system level and network schematics Detailed equipment lists and final bill of materials. Plant & equipment to be de-commissioned (if applicable) Rack layout and distributor diagrams Final port and cable allocations Approved floor plan Final loss budgets Software and accompanying documentation Software development and configuration management procedures Availability calculations/ram IP addresses Message formats Environmental limits Floor loads Heat dissipation and air-conditioning loads Timing diagrams Test strategy, test and inspection plans RATM (update) Hazards & risk analysis (update) FMECA Additionally, the following documentation shall be included as part of the detailed design documentation if appropriate: A Technical Maintenance Plan that includes corrective and preventative maintenance routines. A requirement specification for appropriate maintenance level training. Identification of performance criteria for maintenance contracts to be put in place, if applicable. A recommended spares holding based on availability requirements. RailCorp Page 11 of 75

12 3.1.4 Test Strategy and Plans The test strategy details the high level objectives to any testing required in the design, the scope of the testing and key risks, assumptions and constraints in testing. It also details at a high level, the testing methodology, types of testing to be conducted and test deliverables. The types of testing required could vary on the complexity of the design and could include FAT, SAT, Field Trials, Pilot Trials etc. Test plans typically contain the following information: Each test cases objectives Entry and exit criteria Resources required Test environment Prep activities Components to be tested Functions and features Test cycles Test cases or scenarios Acceptance criteria Tolerances RATM All requirements in the specification(s) must be traceable to one or more design outputs via a Requirements Allocation and Traceability Matrix (RATM). The RATM is a matrix that is used to tie the design output to the original requirements. If there is a change in the design, the RATM must be revised to ensure that requirements are still met. Should a requirement not be met, there must also be an approved change in the requirements specification which will also be reflected in the concept design, risks, issues, costs and scheduling etc As Built ation At the completion of the infrastructure implementation the as-built documentation should be prepared and signed off. The final design involves the as-built documentation which becomes the documented configuration of the system and which must only be changed in the future by configuration control procedures. 3.2 Coordination of design Telecommunications and condition monitoring systems infrastructure design shall be developed in consultation with and reviewed by the relevant design approval authorities within RailCorp, namely the subject matter experts with the delegated design authority within RailCorp s Communications Engineering and the Chief Engineers office. Where telecommunications and condition monitoring systems infrastructure requires design is to be completed by RailCorp s Communications Engineering, it will follow the existing RailCorp design process as per document TMM P025 (version 3.0). Generally large design and implementation projects such as expansions of existing rail or new rail corridors will require an Interface Management plan to show how the interface between the party responsible for implementation, RailCorp and Transport NSW will be managed for the coordination of design. The external party responsible for implementation will also need to engage RailCorp s Communications Engineering for undertaking design and implementation of interface works to existing infrastructure to satisfactorily integrate the new infrastructure being built. RailCorp Page 12 of 75

13 3.3 Acceptance testing and commissioning Telecommunications and condition monitoring systems infrastructure shall be tested and commissioned as per existing specific infrastructure standards, specifications and procedure. Where an existing specific process does not exist, acceptance testing and commissioning will generally follow RailCorp Project Management Methodology (RPMM) and be developed in consultation with and reviewed by the relevant design authorities within RailCorp. Generally large projects such as expansions of existing or new rail corridors requires a Testing and Commissioning plan to show how the testing and commissioning requirements of RailCorp and Transport NSW will be met. 3.4 Other obligations Implementation shall follow established project management process of RailCorp (RPMM). Generally large projects such as expansions of existing, and new, rail corridors require the following plans to demonstrate how the requirements of RailCorp are being met: Installation Management Plan OH&S Management Plan Quality Management Plan RAM Management Plan Risk Management Plan Safety Management Plan Through Life Support Management Plan 4 Facilities and DC Power 4.1 Telecommunications equipment rooms 4.2 Standards, Specifications and Drawings type Title Number Standard Standard Drawing Telecommunications Equipment Rooms Standard Communications Earthing and Surge Suppression Standard Typical AC Power Supply Arrangements for Telecommunications Equipment Rooms ESM 107 ESM 109 MET SC General a) Telecommunications equipment rooms shall be provided in compliance with the standard ESM 107. All telecommunications infrastructure equipment shall be accommodated in dedicated telecommunications equipment rooms which shall have a separate access. This room need not be on the platform or within the structure of other station buildings, but shall be as closely as practicable associated with the station. b) For interface equipment and/or new equipment, if space and power within an existing telecommunications room is available, then a design proposal shall be RailCorp Page 13 of 75

14 provided detailing the requirements and the solution for integration. The design proposal shall include any upgrades that may be required to existing infrastructure including power supply etc to accommodate the additional infrastructure. In such cases, the final allocation and approval of the floor space and/or rack space will be by the design approval authority within RailCorp s Communications Engineering. c) Telecommunications equipment belonging to third party service providers such as carriers, GRN service providers, police radio equipment etc shall be accommodated in a separate communications room. d) Other communications equipment associated with station services such as the Public Address System, Help Points, station LAN, CCTV equipment, SPI, ticketing etc will be housed in a separate dedicated station services equipment room. Every station will require a station services equipment room and this room shall have the necessary optical fibre and copper cable interconnection to the telecommunications equipment room to facilitate interconnection to the backbone network Site specific design documentation Site specific design documentation shall be prepared for review and approval by the design approval authority within RailCorp s Communications Engineering. The site specific design documentation shall specifically address the requirements of the standard ESM 107. The site specific design documentation shall also include (but not limited to): a) Room dimensions. The room size will be assessed on a site by site basis as it may vary depending on the geographic location and strategic position within the RailCorp telecommunications network. b) AC Power supply and distribution arrangements. c) Specific surge and lighting protection. d) Proposal for copper and optical fibre cables termination. e) General requirements for fire protection system. f) Cable management details including cable entry points and cable tray layout. g) Air conditioning and cooling requirements. h) Equipment rack space requirements. RailCorp Page 14 of 75

15 Figure 1 - Example for Small Telecommunications Equipment Room Equipment Layout 4.3 Equipment cabinets Standards, Specifications and Drawings type Standard Title Telecommunications Equipment Rooms Standard Number ESM 107 Standard Communications Earthing and Surge Suppression Standard ESM Requirements Provide new equipment cabinet/rack to accommodate communications equipment within the telecommunications equipment rooms General All new equipment cabinets to house telecommunications infrastructure shall be of approved makes, which are generally included in existing RailCorp supply agreements Type approved equipment Where an existing supply agreement and or specification are not in place, the equipment cabinets called for in the design shall be subject to RailCorp s type approval process. RailCorp Page 15 of 75

16 Components Generally equipment cabinets to house telecommunications infrastructure shall have: 19inch mounting rails. Perforated front metal doors and flush mount handle. 3 point locking system. Cable management system The option of integrated AC Power distribution Cabinet width The standard cabinet width is 600mm. 800 mm wide cabinets may be required where a large amount of cabling involved makes it necessary to install cable trunking at the sides of the cabinet. 900 mm wide cabinet may be required for high density fibre enclosures Cabinet depth The standard cabinet depth is 600 mm. 300 to 400 mm depth may be used for wall mount or back to back installations, for example DC Power Supplies, Transmission equipment, PABX equipment etc. 800 mm depth may be used for miscellaneous data or radio equipment that is generally not available in shallower depth. Deeper than 800 mm depth shall only be used where there are no available suppliers of equivalent equipment that would fit within 800 mm cabinets Cabinet height The standard nominal rack height shall be within 2.1 to 2.2 metres. Where less than a full height rack is required to accommodate particular systems equipment, a full height rack shall still be provided to allow for future expansion/additions or accommodation of equipment of other systems Cabinet design considerations The design for the equipment cabinet shall consider: The particular site requirements and location. Telecommunications room equipment layout and clearance requirement as stated in RailCorp standard ESM107. The requirements for the communications equipment that will be housed in the rack. Earthing arrangements in accordance with RailCorp standard ESM Environmental considerations Equipment cabinets housing telecommunications infrastructure must be designed and located in to protect against detrimental effects caused by the environment. For example outdoor equipment cabinets close to the railway may be subject to hazards such as RailCorp Page 16 of 75

17 vandalism, theft, dust contamination, flooding, earth potential rise, high temperatures and train or vehicle strike. 4.4 DC Power supplies Standards, Specifications and Drawings type Title Number Standard Specification Telecommunications Equipment Rooms Standard Battery Backed -48 VDC Power Supply Systems Specification ESM 107 SPM Requirements General -48 VDC Power supply system shall be provided within RailCorp telecommunications equipment rooms in accordance with RailCorp specification for battery backed -48 VDC power supply systems specification SPM 151 and existing supply agreements Type approved equipment Where an existing supply agreement and/or specification is not in place, the power supplies offered in the design shall be reviewed/approved by the respective design approval authority within RailCorp s Communications Engineering or subject to RailCorp s type approval process Components The new -48 VDC Power supply system shall be comprised of a combination of some or all of the following elements: Racking Rectifiers Batteries DC/DC Converters DC distribution module(s) Inverters Remote management by way of SNMP Performance A minimum battery backup time of 15 hours shall be provided (assuming battery degradation will reduce backup to 12 hours after 5 years age). Redundancy and availability of the power supply system shall comply with SPM 151 including N+1 configuration for Rectifier modules. Redundancy based on site location and or criticality. RailCorp Page 17 of 75

18 ation Site specific design documentation shall be submitted for review and approval by the appropriate design approval authority in RailCorp. The site specific documentation shall include (but not limited to) the following: Site details Requirement Analysis Proposed load calculations. Equipment requirements DC distribution arrangements. Floor loading. Rack dimensions and floor space allocation. Rectifiers Redundancy and availability Reliability and availability performance including MTBF Notes: 1. Rack depth may be 400mm deep or 600mm deep dependent on site layout of the Comms room. 2. The 400 deep rack will have limitations on battery sizes. 3. Wall mount DC load distribution may be used at some sites. 4. Example shown is for illustration purposes only. Disclaimer Figure 2 - Example of Small DC Power Supply System Rack Layout RailCorp Page 18 of 75

19 5 Cables Standards, Specifications and Drawings type Title Number Standard Telecommunication Outdoor Cabling ESM 102 Standard Standard Signalling Bungalow Telecommunications Cabling Telecommunications for Traction Substations and Section Huts ESM 105 ESM 106 Standard Telecommunications Equipment Rooms ESM 107 Standard Emergency Telephone Systems ESM 108 Standard Installation Requirements for Customer Cabling AS/ACIF S009. Standard Australian / New Zealand Wiring Rules AS 3000 Standard Telecommunications Installations Integrated Telecommunications Cabling systems for Commercial Premises AS/NZ 3080ZA3.2 Specification Reinforced Pre-Cast Concrete Cable Pits SPM 0123 Specification Construction of Cable Route and Associated Civil Works SPG Requirements General All new outdoor telecommunications network cables, including re-configuration of the existing outdoor cabling network will be in accordance with the Telecommunications Outdoor Cabling standard ESM 102. Cabling in tunnels is considered to be outdoor cabling. Additional requirements to those specified in this standard also apply for special situations such as cables in tunnels, aerial cable, cables associated with high voltage installations Capacity For new cables, minimum cable capacity shall be provided as per the Telecommunications Outdoor Cabling standard ESM Diversity Diverse paths may be required to ensure the availability of telecommunications infrastructure. Types of diverse cable routes are detailed in the Telecommunications Outdoor Cabling standard ESM 102. Cable diversity requirements are generally defined in the specific telecommunications infrastructure or service that the cable supports. RailCorp Page 19 of 75

20 Cabling in Telecommunications Equipment Rooms All cabling inside of Telecommunications Equipment Rooms will be provided in accordance with the Telecommunications Equipment Rooms standard ESM Cabling in and leading into Traction Substations and Section Huts All cabling inside of Traction Substations and Section Huts will be provided in accordance with the Telecommunications for Traction Substations and Section Huts standard ESM Cabling in and leading into Signal Bungalows All cabling inside of Signal Bungalows and location cases will be provided in accordance with the Signalling Bungalow Telecommunications Cabling standard ESM Cabling Systems Works Installation shall be carried out by communications cabling installer that is accredited with qualification relevant to the performance standards of various elements of specific cabling systems. All works shall be supervised at all times by a ACA registered cabler who is a holder of a Open Licence with accreditation indicating completion specific endorsement courses (applicable to works undertaken) in the areas of installation, testing, commissioning and work safety practices Site Conditions The cabling system provider shall carry out all required audits to fully inform themselves of the condition of the site and other issues that could be impacting on the delivery of works. This includes site conditions such as hazards that may be present at the site, crown land, heritage listing, environmentally sensitive and local council regulations Enabling Enabling works may be required to remove or relocate existing Signalling and Communications services away from areas of high risk of construction risks. Installation of Combined Services Route shall be installed and commissioned prior to any decommissioning of existing cable routes in order to facilitate and operationally manage the transition of services to the new route Health & Safety The proposed layout of cable site installation system and routes shall ensure that equipment, telehousing facilities and metallic components shall not be installed in areas where earth potential rise (EPR) may exceed allowable power system fault conditions as per Clause of AS/ACIF S Earthing Earthing and related works shall be installed as per ESM 109 and the cabling provider shall provide: Where specified as part of the works, a provision of Communications Earth System (CES). RailCorp Page 20 of 75

21 Bonding of cabling system earth equipments, enclosures, pathways and earthing systems including provision of earth bar (MDF, IDF etc.) where specified as part of the works. In case of existing earthing systems, they shall be checked for compliance and upgraded as necessary to meet the current standards Redundant Cabling There are large numbers of redundant cabling in the rail network and opportunity should be taken to remove this, if it is likely to impact on new cable works (where specified as part of works). ed disposal management systems as per RailCorp guidelines shall take be complied for the disposal of redundant assets Combined Services Route The combined services route is a multi disciplinary route asset used to distribute and protect cables for new installation, expansion and maintenance. Combined Services route shall be selected and designed to, comply with the minimum segregation from other services as mandated by ESM 102, SPG 705, AS/ACIF S009 and AS3000 in accordance with AS/NZ 3080ZA3.2. The construction of new cable route shall not impact or damage any existing services, where it is necessary to construct cable route in areas that has potential of having live services - communications, gas, power etc. The use of nondestructive method i.e. digging by slit-trenching or pot holing using hydro vacuum excavation - sucker trucks shall be used as much as possible in existing rail corridors Ground Level Troughing (GLT) GLT shall only be used for short distances typically for local routes and from the cable pit to the cable entry through of the Signalling bungalow and Communications room. 6 Transmission Networks Standards, Specifications and Drawings type Title Number Specification Synchronous Digital Hierarchy Equipment for Fibre Optical Cable SPM 0098 Specification Channel Multiplexer Equipment STM Requirements General Transmission networks to support telecommunications are generally required to be extended to or modified to support the expansion of existing or new rail corridors. Transmission networks are required to cater for trunking of voice and data channels to efficiently utilise backbone cabling between telecommunication equipment rooms. All new Transmission network equipment shall be provided in accordance with existing RailCorp supply agreements. Where existing supply agreements and or specifications are not in place, the Transmission network equipment offered in the design shall be subject to review and approval by the respective design authority in RailCorp s Communications RailCorp Page 21 of 75

22 Engineering. Alternatively, the new equipment shall be subject to RailCorp s type approval process Diversity Backbone transmission networks shall have diverse paths to ensure high availability and cable diversity (See ) is used to provide diverse paths Synchronous Digital Hierarchy (SDH) RailCorp has an extensive network of SDH nodes based on a protective ring topology and a consistent equipment platform. All new SDH equipment is required to fit into the wider RailCorp network and so needs to be designed and structured in consultation with RailCorp Communications Engineering subject matter experts or design authority. The SDH equipment shall comply with the Communications Engineering Specification No. SPM 0098 and be provided in accordance with existing RailCorp supply agreements Time Division Multiplexing (Channel MUX) RailCorp has an extensive network of TDM equipment based on a consistent equipment platform. All new TDM equipment is required to fit into the wider RailCorp network and so needs to be designed and structured in consultation with RailCorp s Communications Engineering. The TDM equipment shall comply with the Communications Engineering Specification No. STM 0097 and be provided in accordance with existing RailCorp supply agreements. Some of the type of Channel Cards used by RailCorp is as follows: 4Wire + E&M, 2Wire, Subscriber and Exchange cards for Telephones, N x 64k Data cards, RS232 Data cards and Modem Line Driver cards. MUX systems provided for Signal SCADA data links and possibly other critical applications shall be designed with separate MUX systems providing A and B legs of any data links that require diversity. Field equipment cabled back to the A and B MUX systems generally require diverse paths/routes and is arranged by having A and B links following opposite directions towards A and B equipment in different rooms Wave Division Multiplexing (WDM / CWDM / DWDM) Generally new WDM infrastructure is best incorporated into RailCorp s existing WDM systems and so, it shall be designed and provided by or in close consultation with RailCorp s Communications Engineering, in accordance with RailCorp s design process and RailCorp s existing supply agreements Microwave Where it is not feasible to provide cabling for transmission, Microwave links may be considered. All new Microwave equipment shall be provided by or in close consultation with RailCorp s Communications Engineering, in accordance with RailCorp s design process and RailCorp s existing supply agreements. RailCorp Page 22 of 75

23 Power and Location Generally Transmission Network infrastructure is to be located in telecommunication equipment rooms in a Transmission infrastructure specific cabinet/s, specified in section 4.1 and 4.3 respectively, and powered by the telecommunications equipment room power supply specified in section Emergency and Operations PABX Telephones Telephone Services used throughout the RailCorp Network support a variety of business needs categorised as follows: Tunnel Emergency Telephones (Fire phones) Train Control Telephones Signal Post Telephones (SPTs) X-ring Telephones. Operational Telephones Administrative/Office Telephones Standards, Specifications and Drawings type Title Number Standard Emergency Telephone Systems ESM 108 Standard Tunnels Engineering Standard ESC 340 Specification Weatherproof Telephones SPM 0082 Specification Signal Post Telephone SPM Requirements Tunnel Emergency Telephones RailCorp tunnels standard ESC 340 requires emergency telephones to be installed in new RailCorp railway tunnels using electric passenger rolling stock. Tunnel Emergency telephone systems and supported handsets shall comply with the RailCorp Standard ESM 108. Miscellaneous Emergency Telephones not associated with the rail tunnels shall be catered for by the Train Control Telephone Network where they are track side or associated with train running and by the Operational Telephone Network in other cases Train Control Telephones Train Control telephones support the movement of rolling stock throughout the RailCorp Network. These provide direct communication between Rail Management Centres/Signal Boxes and the wider rail network. RailCorp Page 23 of 75

24 At Major Control Centres Touch Screen based Voice Communications Systems integrated with the C&CS Train Control Telephone Network shall be used. Other Control Centres and Signal Boxes shall use integrated feature rich digital telephones. In the wider network a combination of weather proof analogue telephones, standard analogue telephones and digital feature telephones shall provide voice communications. Telephones on the Train Control Network shall be battery backed for protection against the primary source of power being unavailable. Telephone calls on this network shall be recorded on External Voice Recorders interfaced with the telephone network. Refer to for a list of locations where Train Control Telephones shall be provided Signal Post Telephones (SPTs) Signal Post Telephones (SPTs) and other trackside telephones associated with signalling shall be provided at locations as shown on the Signalling Plan. SPT equipment shall be in accordance with SPM SPTs shall be connected to the Train Control telephone network X-ring Telephones X-ring telephones shall be provided so that a Signaller can call multiple stations with a single call to convey information on out of the ordinary train running information such as train diversions or cancelled trains. These telephones shall be grouped in logical arrangements that generally follow stopping patterns at stations. X-ring telephones shall be connected to the Train Control Telephone Network as a standard office type handset that could be sourced from a C&CS store. The arrangement for providing the X-ring functionality is normally incorporated into the VCS provided for the Signaller Operational Telephones Operational telephones provide the communications to locations that support the rail network infrastructure. Telephones on the Operational Network shall be battery backed for protection against the primary source of power being unavailable. A combination analogue, digital and VoIP telephone handset types are supported on the RailCorp C&CS Operational Network. The phones shall be from the current schedule selected for general issue from the C&CS store. Analogue and digital telephone utilise the cable network, where as the VoIP telephones shall be deployed over the C&CS Data Network. Refer to for a list of locations where Operational Telephones shall be provided. RailCorp Page 24 of 75

25 Administrative/Office Telephones Administrative/Office Telephones are used in office type environments where communications is required to support Rail business other than those mentioned above. The supported telephone types on this system include standard analogue and VoIP feature phones. The phones connect to RailCorp ICT Administrative Telephone Network and are provided over the same ICT data network that supports the desktop personal computers. Telephones on the Administrative/Office Telephone Network are not necessarily (or generally) battery backed. Refer to for a list of location where Administrative/Office Telephones are used PABX design requirements PABXs shall be incorporated into the wider RailCorp Emergency, Train Control and Operational Telephone networks PABXs shall be dedicated to the purpose of the system. PABXs shall be installed in a Telecommunications Equipment Room 1 and powered from the room s 48VDC power supply, which shall have a minimum nominal battery backup time of 12 hours. PABX network design shall be referred to RailCorp s Communications Engineering designers at concept design stage for direction and/or advice on networking aspects including: a) where the PABXs are to fit into the wider network b) suitability of the model of PABX proposed c) availability and suitability of use of existing rooms PABX installation and configuration design shall be referred to RailCorp s Communications Engineering designers at detail design stage for direction and/or advice on site aspects including: a) rack location within the room and any cable tray work required b) MDF allocation for cable termination or any MDF extension required c) DC Circuit Breaker allocation or any DC Power Supply extension required d) number allocation e) routing plans f) trunk signalling protocols g) synchronisation plans 1 As described in ESM 107 RailCorp Page 25 of 75

26 Telephone locations The list below should be used as a guide to determine the type of telephone required at a location and the provider network. Generally more specific locations and quantities for any station shall be determined by the station working group: Building Location Application Type Telephone Network Railway Tunnel Tunnel Emergency 2 Wire Analogue Weather Proof Smart Telephone Emergency Telephone Network Railway Station Station Masters Office Supervisors Office Booking Office Meeting, Meal, Train Crew rooms Communications Rooms Lift Phones Gate Access Control Visitor Access Entry Phones Security Guard Other locations within building Public Phones Vending Machines Control Telephone, X- ring Operational Telephone Operational Telephone, facsimile General Purpose Maintenance/Test Telephones Rail Network Operation Rail Network Operation Rail Network Operation Rail Network Operation Rail Network Operation VoIP & Analogue VoIP & Digital feature phones VoIP & Digital feature phones Standard 2wire analogue phones VoIP & Digital feature phones Standard 2wire analogue phones Standard 2wire analogue phones Standard 2wire analogue phones Standard 2wire analogue phones VoIP feature phone / Analogue C&CS Train Control Network C&CS Operational Network C&CS Operational Network C&CS Operational Network C&CS Operational Network C&CS Operational Network C&CS Operational Network C&CS Operational Network C&CS Operational Network C&CS Operational Network External Public Network Provider External Public Network Provider Substation s & Section Huts High Voltage Locations Operational Telephone VoIP feature phone C&CS Operational Network Railway Corridor Track Side Phones Signal Post/EOL/ESML 2 Wire Analogue Weather Proof Smart Telephone C&CS Train Control Network Signal locations cases Maintenance phones M1&M2 Standard 2wire analogue phones C&CS Operational Network Traffic Huts Train Control Standard 2wire analogue phones C&CS Train Control Network Wayside Huts Rail Network Operation VoIP feature phone Operational Network Rail Managem ent Centre Train Controllers Panels Signallers Panels Line Information Controllers Other locations within building Train Control Train Control Train Control Rail Business VCS & backup Digital Feature phone VCS & backup Digital Feature phone VCS & backup Digital Feature phone Analogue, Digital or VoIP feature phones C&CS Train Control Network C&CS Train Control Network C&CS Train Control Network C&CS Operational Network RailCorp Page 26 of 75

27 Building Location Application Type Telephone Network Signal Boxes Signallers Desks Train Control Digital Feature phones C&CS Train Control Network C&CS Operational Operations phone Network Line Information Controllers Other locations within signal box Train Control Operations phone Rail Network Operation Digital Feature phones Digital Feature phones, External Conference Bridge Unit Digital Feature phones Analogue, Digital or VoIP feature phones C&CS Train Control Network C&CS Operational Network C&CS Operational Network Maintenan ce Depots Offices Rail Network Operation Car Sheds Rail Network Operation DECT Analogue, Digital or VoIP feature phones C&CS Operational Network C&CS Operational Network Emergenc y Operation s Centres Control Room Rail Network Operation Security Centre Control Room Security Analogue, Digital or VoIP feature phones VCS & backup Digital Feature phone C&CS Operational Network C&CS Operational Network Train Crewing Centre Control Room Train Crew VCS & backup Digital Feature phone C&CS Operational Network Office Building Desks Meeting Rooms Offices Non Critical Rail Business Non Critical Rail Business Non Critical Rail Business facsimile VoIP feature phones VoIP feature phones VoIP feature phones VoIP Analogue Telephone Adaptor ICT Administrative/Office Network ICT Administrative/Office Network ICT Administrative/Office Network ICT Administrative/Office Network Table 1 - Telephone Locations 8 Data Networks The C&CS Data Network shall provide network connectivity for data, VoIP and video applications installed along new rail corridors. The data network shall provide backbone connectivity for a number of operational and non operational train services. The critical operational services shall include DTRS, CCTV etc. The non operational business services shall include ticketing, EFTPOS, station LAN etc. This section describes the access requirements for both the ATM Network and Operations Critical Data Network (OCDN). The ATM Network is currently the backbone of the C&CS Data Network. The OCDN is designed to replace the ATM Network and it is anticipated that this network will be ready for general use by mid Sites and new corridors requiring access to the Data Network before July 2012 should be designed to connect to the ATM Network with RailCorp Page 27 of 75

28 provision for migration to the OCDN. Sites and new corridors requiring access after July 2012 should be designed for connection to the OCDN. 8.1 General Requirements Standards, Specifications and Drawings type Standard Supply agreement Drawing Title Telecommunications for Traction Substations and Section Huts OCDN Customer Access and Provider Access switch panel supply agreement* RailCorp ATM Network Core, Edge and Access Switches Number ESM 106 WS15292 MET - SC 0004 Drawing OCDN Aggregate Sections Block Diagram MET - SC 0275 Drawing OCDN Sect.04 Central to Warwick Farm Aggregate Section Block Diagram MET - SC 0265 Specification Element Naming Convention TMM P181 Specification Naming Convention for Switch Ports TMM P197 * Current OCDN switch panel supply agreement list to be sourced from RailCorp s Communication Engineering when required Type approved equipment All new Data network equipment shall be provided in accordance with existing RailCorp supply agreements. Where an existing supply agreement and or specification are not in place the data network equipment called for in the design shall be subject to RailCorp s type approval process C&CS ManageNet The C&CS ManageNet is a network that extends to all Simple Network Management Protocol (SNMP) compatible equipment required to be monitored by C&CS. All telecommunications equipment supplied including Ethernet switches, Transmission equipment, PABXs and Radio base stations etc shall be SNMP compatible and connected to the C&CS ManageNet. IP Addressing for Data Network elements on ManageNet shall be allocated by C&CS Network Management and Monitoring All data network infrastructure shall be monitored and managed in band or out-of-band by Simple Network Management Protocol (SNMP) and be integrated with ManageNet and the Rail Technology Operations Centre (RTOC) monitoring systems. Where an SNMP interface is not available this shall be provided by Remote Terminal Unit (RTU). RailCorp Page 28 of 75

29 8.1.5 Naming Conventions The naming of data network elements shall conform to the convention specified in document TMM P181. The names applied to individual Ethernet switch and router ports shall conform to the convention specified in TMM P197. Element names and port names use C&CS site codes. For each new site a request for a site code must be made to the Telecommunications Network Configuration (TNC) group within C&CS IP Addressing The allocation of IP addresses for VPNs on both the ATM Network and OCDN is the responsibility of C&CS Power and location Generally data networks infrastructure is to be located in equipment rooms in data network infrastructure specific cabinet/s, specified in section 4.1 and 4.3 respectively. In telecommunications equipment rooms, the data network infrastructure shall be powered by the telecommunications equipment room power supply specified in section Commissioning Tests All new data services shall be tested for throughput and latency as per RFC Fibre Connectivity All sites where data services are required shall have access to fibre. Where this is not possible, access to copper shall be provided and modems (serial data or Ethernet SHDSL) shall be installed. 8.2 ATM Network Requirements The ATM network is the current backbone of the C&CS data network (refer to drawing SC 0004) and consists of a fully redundant core with diverse links to Edge nodes. Access nodes connect to the Edge nodes by single STM-1 links ATM Network VPNs Two types of VPNs are available for connection across the ATM: Layer 2 Point to Point or Multi-point These VPNs may be as simple as a transparent layer 2 (Ethernet) point to point connections or a complex mesh of point to multi-point PVC s. Centrally Routed These VPNs consist of PVC s connected to a virtual router instance on a C&CS operated core router. For redundancy the virtual router instance may be duplicated on the two core routers. Data services for new sites and corridors will be provided as an extension of one of the existing VPN s on the ATM Network (e.g. SPI, CCTV, Station LAN, etc). Where a completely new type of service is required then a new VPN will need to be created. RailCorp Page 29 of 75

30 8.2.2 Access to an ATM Network VPN Ethernet and IP data services shall access their VPN on the ATM Network either by connection directly to either: an ATM Edge or Access node LAN emulation interface or an Ethernet Access Switch (connected as described in section 8.2.3) or SHDSL modem (connected as described in section 8.2.3) In all cases the access interface shall be Ethernet (IEEE 802.3) RJ45. Note that exception may be made for services that for site specific reasons require a fibre connection to host equipment (e.g. High Voltage Site RTU equipment) ATM Node Access Network The ATM Network consists of approximately 100 nodes distributed across the CityRail network area. Additional ATM nodes shall not be added to the Network due to the nodes nearing end of life and the soon to commissioned OCDN. Extension of the ATM Network to new sites and corridors shall therefore be provided by Ethernet Switches. Ethernet switches shall be installed at sites where Ethernet data services are required. These switches shall be connected by Gigabit Ethernet back to an Ethernet switch colocated with the nearest ATM node. New access switches shall be selected from the OCDN panel supply agreement for Customer Access and Provider Access switches. Where fibre is not available an Ethernet over SHDSL modem link shall be provided. 8.3 OCDN Requirements The Operations Critical Data Network (OCDN) shall replace the ATM Network as the backbone of the C&CS Data Network. The OCDN shall be extended along new rail corridors and to new sites in a manner consistent with the overall OCDN hierarchical design OCDN Hierarchy The Operations Critical Data Network (OCDN) hierarchy consists of four layers; the Core, Aggregation (Distribution), Provider Access (Distribution-edge) and Customer Access (OCDN Points-of-Presence). RailCorp Page 30 of 75

31 Figure 3 - Overview of the Operations Critical Data Network (OCDN) The core of the OCDN uses IP/MPLS standards to provide Layer 3 Multiprotocol BGP Virtual Private Networks (VPN) with virtual routers as redundant gateways to two logically separate core partitions. The distribution of the OCDN uses carrier Ethernet to make lastmile connections to the OCDN Customer Access Switch. Each customer network is provided with one or more VPNs, each with an associated Virtual LAN (VLAN), allowing hosts connected to the Rail PoPs to communicate on the VLAN and over the Layer 3 VPN (using the Virtual Routers). The OCDN is Core and Aggregate sections are shown in drawing SC Provider Access details are shown in separate drawings, one per section. The drawing SC 0265 is an example of a section drawing OCDN VPNs Ethernet/IP Networks The OCDN provides logically separate VPNs for each customer network. Data services for new sites and corridors will be provided as an extension of one of the existing VPN s on the OCDN Network (e.g. SPI, CCTV, Station LAN, etc). Where a completely new type of service is required then a new VPN will need to be created Provider Access Provider Access equipment is required in locations requiring access to the OCDN and shall be installed in equipment rooms with a diverse path to the rest of the OCDN distribution layer. Provision of a Provider Access switch is the responsibility of RailCorp s Communications Engineering. All new Provider Access equipment shall be provided in accordance with the OCDN switch specification and the existing OCDN Provider Access switch panel supply agreement. For each site with a PA switch a single switch port shall be allocated for each customer VPN required at that site. If a customer application has multiple devices at a site then a Customer Access switch will be required (section 8.3.4) Customer Access For a site where a customer requires more than one port to access their OCDN VPN (e.g. two or more host PCs) then a Customer Access switch shall be installed. Use of the CA switch shall be dedicated solely for that customer. RailCorp Page 31 of 75

32 Provision of a Customer Access switch is the responsibility of the customer. All new Customer Access switches shall be provided in accordance with the OCDN switch specification or the existing OCDN Interfaces CA and PA switch interfaces shall comply with the relevant IEEE standards. Customer connection to PA switches shall be made using commercially available Ethernet transceivers at speeds of either 100Mbps or 1000Mbps over Category 5e UTP or SMOF media. A typical arrangement for access to the OCDN is shown in the below figure. Figure 4 - Typical OCDN Access Arrangement (CityRail Station) Availability Where a data service requires a higher than 99.9% network availability, a diverse path to the Provider Access layer is required and the Customer Access equipment must be selected from a specific subset of the OCDN switch specification and the existing OCDN Customer Access switch panel supply agreement. Generally OCDN diverse paths are to be provided by cable diversity (See ) Aggregation (Distribution) Core Generally modifications or expansions of the OCDN distribution layer if required shall be designed and provided by RailCorp s Communication Engineering, in accordance with RailCorp s Communications Engineering design process and RailCorp s existing supply agreements. Generally changes to the Core segment shall not be required however in the case that the OCDN Core is required to be modified or expanded it shall be designed and provided by RailCorp s Communications Engineering, in accordance with RailCorp s Communications Engineering design process and RailCorp s existing supply agreements. RailCorp Page 32 of 75

33 8.4 Site Specific Requirements High Voltage (HV) Sites HV sites include substations and section huts. A number of data services are required at these sites (Electrical Traction SCADA, VoIP and access to the RailCorp ICT Network) and shall be provided by installation of a C&CS Customer Access switch. These switches shall be of an industrial type designed to operate in harsh environments. At each site two separate and independently connected switches shall be installed for A and B network diversity. For further information on the data service requirements of HV sites refer to the document Telecommunications for Traction Substations and Section Huts ESM Stations At each station a C&CS Provider Access (if the OCDN is available) or ATM Network Ethernet Access switch shall be installed in a 19 cabinet within the station services room. Space shall be allocated within the station services room for an OCDN rack and other racks as required for SPI, Ticketing and CCTV. Separate Customer Access Ethernet switches shall be installed for VoIP, SPI, CCTV, Station LAN and Ticketing. Responsibility for the installation of these switches is with the application owner. Connection between these switches and the OCDN switch shall be Gigabit Ethernet over single mode optical fibre. 8.5 Serial Data Data devices capable of communicating directly via Ethernet/IP are preferred. Due to technological limitations or requirements some applications require the provision of serial data links. This includes applications such as Signal SCADA, ATRICS links and the legacy ticketing (AFC) network. Serial data links shall be provided either using two/four wire serial modems, serial to optical converters or over Ethernet using serial to Ethernet converters Interfaces Serial data links shall use standardised interfaces and protocols, i.e. RS232, RS485, RS422 and X Real Time Critical Serial data Real Time critical Serial data links shall have a round trip time less than 100ms. They shall have full redundant paths either via transmission system or copper system. A risk analysis for these services shall be provided to RailCorp s Communications Engineering Non Real Time Critical Serial data Non real time critical Serial data links shall have a round trip time less than 150ms Signalling Applications Serial data services for Signalling applications (e.g. Signal SCADA) shall not be provided over Ethernet (using Serial to Ethernet converters). They shall be provided with modems and use the SDH/PDH network as a backbone. RailCorp Page 33 of 75

34 8.5.5 Serial Device Management All serial devices shall provide facilities for remote monitoring or capable to integrate to C&CS network management system (i.e.: ManageNet) Serial Data Modems Serial Data modems shall use standardised protocols i.e. V110/V.11/V.28/V.24/X.21. Modems shall be capable of interfacing with a carrier system (i.e.:-vf channel, G703 via TDM system or copper system) Serial to Fibre Optical Converters Serial to Fibre Optic Converters shall be capable of Interfacing to Single mode fibre with remote monitoring. Use single fibre with two different wavelengths Integrate with C&CS management system (i.e.: ManageNet) Serial to Ethernet Converters Serial to Ethernet converters shall be capable of interfacing to the ATM Network or OCDN as RJ45 10/100/1000 Base-T, sending serial link data via an IP Gateway (i.e. through an IP network), sending and receiving tagged VLANs on the Ethernet interface with a separate VLAN for device management. 9 Network Control Communications Systems (NCCS) 9.1 Voice Communication System The Base2 Voice Communication Systems (VCS) system is a single integrated front end interface used by Train Controllers and Signallers at RMC, Sydenham and Strathfield to communicate over several communication mediums such as Telephony, Metronet and Countrynet Standards, Specifications and Drawings type Title Number Standard VCS Engineering Specification TMM R Requirements VCS Control location VCS communications platforms are provided at major Signal box locations such as RMC, Sydenham and Strathfield. For new railway corridors, if radio and telecommunications traffic are to be controlled by an existing signaller or train controller at any of these locations, then such traffic must be routed to an existing VCS console at a designated Signal Box or Train Control location. In this case, the NCCS Design group must be involved in the redesign and configuration changes required to implement this addition of responsibilities to an existing signallers operations. RailCorp Page 34 of 75

35 If a new console is required, then new hardware will need to be purchased and NCCS Design will need to be engaged to provide a new VCS console for the installation VCS Interfaces Over the years as Network Control systems have evolved and the function of the network controller has expanded to include additional duties and responsibilities, there have been requests to expand the functionality of the VCS network to interface with other systems. These developments have been handled by the vendor base2 and they have provided a number of solutions to meet RailCorp s needs. This has been done by utilizing the USCs (Universal Signalling Cards) to interface different types of field communication equipment to a PABX. USCs take various 4wire or 2wire connections from the field and convert them to a 4wire E&M connection to the PABX. This enables the PABX to see these different types of field phones and radios as a normal telephone connection. Additional interfaces which have been added over the years are for: NTCS Radio GRN Radio ENS HBD Monitoring Systems For more details on these interfaces, please see the VCS Technical Specification document TMMR VCS communication hardware requirements For any new installation, the following equipment shall generally be required. All components for the VCS system are procured from Base2 who are the sole vendors, distributors and developers for this system. The communication room equipment required for a typical VCS installation is as follows: Rack-mounted KVM units SMT computer KVM Switches DBA computer ACBU Cabling from Equipment rooms to Control Room ECBU (2MB Digital) Equipment monitoring for Rack CCUR/422 cards for Primary ICU equipment CCUR/422 cards for Backup ICU equipment ICU Racks USC Racks Go-NoGo Testing Rack USC Magneto & CB Interfaces USC WB Interfaces USC Train Radio (Metronet/DTRS) Interfaces 42U Rack including: PC Shelves Rack mount power boards Electrical Distribution Panel Krone Termination Panels RJ45 Patch Panels Fan RailCorp Page 35 of 75

36 Figure 5 - VCS Equipment room Hardware/Connections per VCS console For individual hardware and software requirements for the various VCS interfaces such as Train Radio (Metronet/DTRS), NTCS, GRN and ENS please refer to the VCS Technical Specification VCS Operator requirements The following components will be required for the provisioning of VCS system at the operator side (signallers desk) 19 LCD Touch Screen Post Mounting Arm KVM Extender Digi Interface Footswitch Cordless Headset Handset Operator Control Panel Audio Console 2 x Bose Loud speakers Bose Monitor speakers 2 x Microphones Windows 2000 Professional RailCorp Page 36 of 75

37 Figure 6 - VCS Console operator hardware 9.2 Voice Recorder Network The Voice Recorder network consists of 23 voice recorders installed at strategic train operational centres across the Rail network such as signal boxes and control centres with the primary objective aim of recording safety critical operational voice traffic between qualified workers in the RailCorp network. A safety critical communication is any communication which if not delivered or incorrectly delivered, there is a reasonable likelihood of result being: Death or serious injury Health or safety effects Significant damage to property or infrastructure The currently recorded voice traffic is mainly from the control and administration phones of signallers and train controllers and also from the various radio systems such as WB and Train Radio (Metronet/DTRS) which are used for communication between network controllers and train drivers. Other locations/services which are recorded also include Traffic Huts, Emergency Phones, Track Side telephones and other services which are deemed critical to train operations. RailCorp Page 37 of 75

38 The aim of recording is to allow for routine monitoring and auditing of the quality of communication between workers which may be reviewed in case of a safety incident. At the time of writing of this document, the existing Voice Recorder network is being replaced due to obsolescence. The new Voice Recorder network will provide additional functionalities such as recording of VoIP calls and bulk-download of call recordings Standards, Specifications and Drawings type Title Number Specification Network Communications NGE 204 Specification Communications Equipment NGE 230 Specification Spoken and Written communication NPR 721 Specification Safety Critical Communications. SMS-12-OS-0919 Specification Managing Audio Safety Recordings SMS-12-OI-1144 Specification Audio Safety Recordings SMS-12-OI-1145 Drawing New Voice Recorder Network Diagram MET SC Requirements It is the responsibility of RailCorp or alternatively the organization developing the new rail corridors to identify activities involving communications which are safety critical and monitoring communications to ensure that they meet the requirements identified above. If there is an existing voice recorder within range of the newly built infrastructure, it may be possible to record the services there. If not, then the organization will be required to install new voice recording infrastructure at the site, this will require the involvement of the ATRO (Audio Technical Research Officer) and also NCCS who are responsible for the design of the Voice Recorder Network. Currently the new voice recorder network consists of satellite/core architecture with 23 satellite sites being connected to two core servers providing redundancy to the system. Any new installation will require the addition of a new satellite Voice Recorder to the network and the party responsible for developing new rail corridors will need to involve RailCorp s Communications Engineering NCCS in the process. Please see New Voice Recorder Network Diagram MET SC 0304 for details of existing network architecture General All new Voice Recorder Network equipment shall be provided in line with RailCorp s typeapproved equipment as specified in Section below. After using the guidelines in the referenced standards to determine the safety critical nature of communications and nominating them for recording, all recording and retrieval duties for these newly added services will be entrusted to the ATRO (Audio Technical Research Officer) who is the responsible entity within RailCorp for managing, responding to requests for and retrieving voice recorded traffic from the RailCorp Voice Recorder Network. RailCorp s Communications Engineering will have design authority for the Voice Recorder Network with the ATRO responsible for managing the operations of those Voice Recorders which have been identified as recording safety critical voice traffic. RailCorp Page 38 of 75

39 Type Approved Equipment The type approved equipment for a Voice Recorder unit is the Addcom Recorderlink Pro which includes: Voice Recorder Satellite Digital Channel Cards (as required) Analogue Channel Cards (as required) NCCS Design will be responsible for incorporating the new site into the existing Network. This will involve several processes including but not limited to Network Design, modification of maintenance contract to incorporate new site, site specific design and configuration changes to records to reflect additional services Integration of new Voice Recorder Unit Any new Voice Recorder unit installed as part of the new rail line will be required to be integrated into the existing RailCorp Voice Recorder Network Increase of Channel Capacity If an existing RailCorp Voice Recorder unit is within the limits of distance to allow additional voice services to be recorded, the Contractor is required to: Integrate the recording of the new voice services into the existing RailCorp Voice Recorder. Ensure a minimum 10% spare channel capacity is maintained after the introduction of the additional voice services into the existing Voice Recorder. Procure additional channel cards to meet the minimum 10% spare capacity requirement after the introduction of the new voice services. 10 Wireless infrastructure There are three train radio systems currently in use in NSW. They are the MetroNet, CountryNet, and the Local radio system. Each of these systems have been designed to provide a specific functionality that has been optimised to address the different communication needs across the metropolitan area and the regional parts of the NSW radio network. RailCorp uses all the three radio systems to support train operations. MetroNet, owned and managed by RailCorp is a system tailored for the high traffic and demand experienced in the metropolitan areas of NSW. In general, the system covers the electrified area, which extends from Newcastle to Kiama, Macarthur and Lithgow. It provides discrete voice communications between Drivers and Signallers or Drivers and Train Controllers, with provision for drivers to speak to Mechanical Control or Operations Control. At the time of writing, the MetroNet radio system is in the process of being replaced by the Digital Train Radio System (DTRS). Commissioning of the DTRS is expected to complete around mid 2016 in which by then, Metronet will be decommissioned. Given the average timeframe for design and construction of new rail corridors, no MetroNet requirement is included in this document. DTRS will be the primary requirement for train radio system replacing MetroNet. DTRS requirements are outlined in Section The CountryNet radio system, now managed by ARTC, is optimised for all other areas of the state. CountryNet uses the Optus MobilSat satellite to provide coverage over all the regional areas of the state. The CountryNet radio system is being replaced by ARTC s National Train Communication System (NTCS). RailCorp Page 39 of 75

40 Local or Without Brakevan (WB) radio is a legacy radio system that has been retained for specific purposes in a variety of configurations. Requirements for WB radio system are outlined in Section In addition to the above three train radio systems, RailCorp also utilise a number of other radio systems for its operation. These are: Station Radio System Section 10.8.Error! Reference source not found. Yard/Shunting Radio System Section Worksite Radio System GRN Section As specified in TMM P095 Worksite Communication Procedures document, the primary communication system for trackside workers is the GRN while the Worksite Radio system provides secondary communication channels for trackside workers. Upon introduction of DTRS, it is expected that DTRS will provide communication facility for trackside workers therefore no specific requirements for Worksite Communication System is included for new rail corridors. Both GRN and Police Radio systems coverage are required within tunnels and underground section of the rail corridor as specified in ESC Tunnels Engineering Standard. As RailCorp Security and Transit officers are the primary GRN users within RailCorp, requirement for GRN coverage outside these areas is to be consulted with both the GRN system owners and RailCorp Security. Requirement for Police radio system coverage is to be consulted with NSW Police General Requirements Standards, Specifications and Drawings type Title Number Standard Tunnels Engineering Standard ESC Requirements Wireless Subsystem Integration Each wireless subsystem shall be integrated into existing radio networks and operational control as required Coverage All Wireless systems shall be capable of establishing calls and effect reliable and clear communications between users over any section of track and within the station areas as defined within each wireless subsystem. Coverage prediction and link budget calculations with indicative signal strength shall be provided for at the design stage of the wireless system. As per Section 9.9 of ESC 340 Tunnels Engineering Standard, The following communication systems shall be provided in the tunnel: Train Radio RailCorp Page 40 of 75

41 GRN Police Radio Mobile Phone network Frequency Planning Detailed frequency planning including identification, selection and application of frequencies through ACMA shall be arranged in consultation with RailCorp, Police and the GRN owner as applicable Intermodulation Study Intermodulation studies on all frequencies sharing a common antenna shall be provided at the design stage Compatibility The DTRS, WB radio, Station Radio, Yard Radio, GRN and Police Radio systems shall be compatible with existing operational system, equipment, and remote control functions Remote control functions Remote control functions and configurations will be the responsibility of RailCorp, the GRN owner and the NSW Police Service Signal strength Signal strength measurements for voice and voice quality checks and on intended coverage areas for each wireless system shall be performed as per the specification of each wireless system. Results of signal strength and voice quality checks shall be provided to RailCorp for approval. Data BER tests shall also be conducted and submitted for RailCorp s review Signal quality Voice quality on radios shall be clear and free from noise and interference. Refer to the relevant section on specific coverage and signal quality requirements for each radio/wireless system ation Design, test and as-built documentation shall be submitted to RailCorp s Communications Engineering for comments and approval Acceptance testing RailCorp, GRN, Police and relevant stakeholder s representatives shall witness Site Acceptance Test on the relevant wireless systems. Stakeholders are to approve scope of witnessing activities Compliance with fire regulations All items used in underground tunnel, stations and equipment rooms shall be low smoke, low toxicity and zero halogen. RailCorp Page 41 of 75

42 Compliance with substance regulations Dangerous materials and substances shall not be used Compliance with EMI/EMC Standard Radio/wireless system equipment shall be designed to the relevant EMI/EMC standards and shall not interfere with itself and other equipment in the vicinity Availability Unless specified for the particular radio/wireless system, in general radio/wireless system availability shall exceed 99.95%. ation is to be provided to support the systems availability including reliability analysis such as Reliability Block Diagrams Equipment supply Where RailCorp has type-approved equipment or component for particular radio / wireless system, supply of new equipment / component shall be sourced from the RailCorp type-approved list. Where the proposed equipment or component is not one of the RailCorp type-approved equipment, standard reliable commercial-off-the-shelf components meeting the requirement specification for the particular wireless system shall be used where possible Spares Spare equipment shall be provided to allow the equipment to be returned to service by on site replacement of modules. Factors such as the length of time for module repair and critically of modules shall be considered in determining the number of spares to be provided Network Management and Monitoring All Wireless infrastructure shall be monitored in band or out-of-band by Simple Network Management Protocol (SNMP) and be integrated with Managenet and the Rail Technology Operations Centre (RTOC) monitoring systems. Where a standard SNMP interface is not available monitoring shall be provided by Remote Terminal Unit (RTU). All wireless infrastructure equipment shall be capable to be managed remotely either inband or out-of-band. Where possible, remote management interfaces shall be IPcompatible Antennas Wireless infrastructure Antenna Systems shall comply with Australian and RailCorp standards and specifications (See Section 10.2) RF EME Site Compliance The party responsible for implementation is to prepare all necessary RF EME assessment and compliance documentations for any new radio/wireless infrastructure site built or if any alterations are made on an existing wireless infrastructure site arrangement. RailCorp Page 42 of 75

43 Power and location Radio/wireless infrastructure is to be provided in telecommunication equipment rooms in radio/wireless infrastructure specific cabinet/s. Wireless Infrastructure equipment rooms shall be as specified in Section 4.1. Wireless Infrastructure equipment cabinets shall be as specified in Section 4.3. Wireless infrastructure shall be powered by the telecommunications equipment room power supply as specified in Section 4.4 and any wireless infrastructure specific requirements detailed in following Sections Antenna Systems Standards, Specifications and Drawings type Title Number Specification Tunnels Engineering Standard ESC 340 Standard Telecommunications Earthing and Surge Protection Standard ESM 109 Standard Insulation Coordination AS Requirements Design Wireless systems design shall include antenna systems to provide adequate coverage within tunnels, cuttings and the above ground rail corridor Mounting structure Antenna systems above ground along rail corridor shall include foundation, building, antenna and mounting structure at each site as required. Design and components used for above ground infrastructure shall be compatible and common with existing designs Earthing Earthing of base station huts and masts including antenna systems shall be in accordance with RailCorp specifications Radiating coaxial cable Earthing Radiating coaxial cable shall float free of earth at all times. Devices such as earthing switches shall not be provided Tunnel Coverage Wireless infrastructure coverage in tunnels shall be provided by radiating coaxial cable (leaky cables). RailCorp Page 43 of 75

44 Radiating coaxial cable frequency compatibility The leaky cable systems in the tunnel shall optimise performance at specific Ultra High Frequency (UHF) bands MHz for UHF radios, 1.8 GHz for DTRS and up to 2.1GHz for mobile phones Radiating coaxial cable loss Radiating coaxial cables (leaky cables) shall be the constant system loss type, where signal strength output at one end is identical to signal strength output at the other end. a) Radiating coaxial cables b) Two separate Radiating coaxial cables (leaky cables) shall be installed at suitable locations within the tunnels and station areas where applicable. c) Where technically feasible, the two leaky coaxial cables should be the same type of cable capable of handling between 400 MHz to 2.1GHz. d) One of the two leaky coaxial cables is to be dedicated to RailCorp Radio systems Segments in Tunnels Leaky coaxial cables in the tunnel shall be divided into segments in the up and down directions from respective station Compliance with fire regulations The leaky coaxial cable and mounting hardware shall be of low smoke, fire retardant and zero halogen type Safe locations and installation a) The antenna systems installed shall be operationally safe. Electromagnetic emission from the antenna system shall comply with relevant ARPANSA frequency exposure standards. b) No part of the radiating system shall be located directly underneath live parts of the overhead system or where there is a reasonable probability that parts of the overhead system might fall on it as a result of failure or damage. c) All electrical parts forming the radiating system shall be physically located out of normal reach of rail staff and passengers, and suitably protected in areas where mechanical damage might occur (for example due to ladders being carried or rested against a wall). d) Antenna systems (excluding leaky coaxial), mast, or poles shall be designed to maintain a clearance of at least 3m from the nearest rail or traction power structure or overhead wire at all times including while conducting service activities Radiating coaxial cable safe locations and installation a) Radiating coaxial cable (leaky cable) shall be located at safe locations with adequate separations between the cables, out of reach by the public and a minimum clearance of 300mm from the overhead 1500Vdc power lines. RailCorp Page 44 of 75

45 b) Radiating coaxial cable (leaky cable) shall be supported in accordance with the manufacturer's recommendations. c) Spacing of cable supports shall be sufficiently close that sag does not exceed 100 mm d) Radiating coaxial cable (leaky cable) shall be retained using non-flammable materials (e.g. stainless steel cable tie) at pre-determined intervals to prevent the cable from falling down in the event of a fire in that section of the tunnel Aesthetics Antennas in public area shall be aesthetically compatible with its surrounding building structure and design Sub systems The antenna systems shall include multicoupling subsystems for transmitters and receivers to include combiners, splitters, filters, diplexer, isolators, amplifiers and associated components to combine different frequencies into antennas and radiating coaxial cable (leaky cable) Splitters Where splitting of the signal is required to connect more than one radiating cable to the base station, or one or more radiating cables and an antenna, the isolating device(s) and the splitter shall be installed together in a sealed non-conductive housing Interference There shall b e no interference between all radio, wireless, and mobile phone services Lightning protection Above ground antenna system shall include lightning protection Installation procedure Installation procedure for the radiating antenna cable used in the tunnel shall be as used for the RailCorp City underground network Isolation An isolating device shall be provided to separate the radiating system from the base station equipment. Electrical isolation shall be provided by an isolating device (capacitive or transformer) installed between the radiating system and the base station Radiating coaxial cable Isolation Radiating cables shall not be brought into equipment rooms Isolation specification Isolating device shall be rated to withstand 2kV continuously and 5kV for a period of 1 min. Isolating device insertion loss shall be less than 1.5dB and VSWR less than 1.5:1. RailCorp Page 45 of 75

46 The isolation level shall be in accordance with IEC Protection Level Class Insulation Insulation performance of the radiating system shall be tested after installation in accordance with relevant clauses of AS Insulation Co-ordination 10.3 RF EME Assessment and Site Compliance Standards, Specifications and Drawings type Title Number Standard Radiocommunications License Conditions (Apparatus License) Determination 2003 Standard Maximum Exposure Levels to Radiofrequency Fields 3 khz to 300 GHz ARPANSA No. 3 (2002) RPS Requirements As per the Radiocommunications License Conditions (Apparatus License) Determination 2003, provision of new wireless infrastructure and/or alteration of existing wireless infrastructure should ensure that electromagnetic energy (EME) levels from the facility do not exceed mandatory health exposure limits. The ACMA has produced a booklet explaining the EME health exposure regulatory arrangements and how they apply to licensees of radio communication transmitters. This booklet can be obtained from the following website: Transmitter sites and regulations Transmitter sites shall achieve RF EME compliance in accordance with ACMA, OH&S, ARPANSA s RPS 3 - Radiation Protection Standards, and all other environmental legislation, whether State, Territory or Commonwealth, in so far as they relate to or regulate, whether directly or indirectly, the emission of RF EME and any other legislation or the common law relating to or regulating, whether directly or indirectly, the emission of RF EME Transmitter site assessments Assessments shall be undertaken including measurements through a NATA accredited RF assessment specialist to conduct RF Electromagnetic Emission (EME) assessments of each RF transmission site, including the tunnel leaky coaxial antenna systems to confirm compliance to the RF EME requirements for both general public and occupational worker. A Radio Communications Site Management Book (RCSMB) and a Site Compliance Certificate (SCC) for each of the transmitter location shall be provided. RailCorp Page 46 of 75

47 On-Site ation The RF EME site management book for each transmitter site shall be provided in A4 format, placed inside a document holder to be affixed on the equipment room wall near the cabinet Wireless Infrastructure equipment rooms Standards, Specifications and Drawings type Title Number Standard Telecommunications Equipment Rooms ESM Requirements RailCorp Specifications Where possible, wireless infrastructure equipment shall be accommodated in the RailCorp Telecommunications Room. Refer to Section 4.1 for the specification requirement of RailCorp Telecommunications Room. Where the wireless infrastructure equipment is to be housed / accommodated on a separate equipment room to the RailCorp Telecommunications Room, the following requirements outlined below apply Separation GRN, Police radio equipment and other non-railcorp telecommunications equipment shall be accommodated in a separate telecommunications equipment room Security The equipment room shall be secured with a standard RailCorp keying system to be agreed at design stage. Keys shall be provided to RailCorp for maintenance access Dimensions Equipment room doors shall be designed to sufficient size (2200Hx850W minimum) to allow removal of equipment cabinets in upright position Layout Equipment layout design shall be logical and optimise for short cabling, maintainability, interference control and compliment with room interior design Spare capacity The design of room size, power shall include 50% spare capacity for future expansion. Sufficient spare ventilation shall be provided to cater for additional equipment in the future. RailCorp Page 47 of 75

48 Position The equipment room shall be no more than 20m away from the tunnel leaky coaxial cable connection point as far as possible. Where the equipment room is within the rail corridor, it shall not lie within the Danger Zone Equipment installation Radio repeater equipment shall be avoided in tunnels but where required shall be accommodated in a Tunnel Communications Equipment room Tunnel equipment rooms Tunnel equipment rooms (where required for radio systems equipment) shall be separated from the mobile phone equipment and specifications for communications room shall apply Wireless Infrastructure equipment cabinets Standards, Specifications and Drawings type Title Number Standard Installation Requirements for Customer Cabling (Wiring Rules) AS/ACIF S009: Requirements RailCorp Specifications Where the Wireless equipment cabinet is to be housed in the RailCorp Telecommunications Room, equipment cabinets shall be provided as specified in Section 4.3. Where the Wireless equipment cabinet is to be housed on a non RailCorp Telecommunications Room, equipment cabinets shall be provided as specified in the following sections Dimensions Wireless infrastructure radio and multicoupling equipment shall be installed in 19" Cabinets with a minimum 20% spare capacity for future expansion Separation GRN, Police and other non-railcorp radio/wireless subsystems shall be in separate cabinets adjacent to each other Cabling separation standards Low Voltage Power and communications cabling shall be separated in accordance with AS/ACIF S009 RailCorp Page 48 of 75

49 Identification a) All equipment cabinets, enclosures, equipment, terminals and cabling shall be identified using permanent labels. b) Permanent labels shall be affixed at top front and rear (where applicable) door of the cabinet or enclosure Design Wireless systems equipment cabinets and other equipment cabinets in the same room shall be coordinated in size, height, colour and maintenance access Security GRN and Police cabinets will be fitted with different locking systems to be agreed with the relevant stakeholders Protection All Wireless systems equipment cabinets shall be equipped with a vertical GPO power rail, surge suppression, an earth bar, cable trays for power and communications cabling. Where required, cable management for data and fibre cables Equipment Location a) Heavy items above 20kg shall be located towards the bottom of the cabinet and supported by either support rails or telescopic arms. b) Space shall be allowed between sub-racks in aid of cooling. c) Equipment layout within an equipment cabinet shall permit ease of maintenance. d) Equipment layout shall take into account for convection cooling with a typical operational temperature not to exceed 30 degrees C Antistatic provision An antistatic connection point and an antistatic strap shall be included in each cabinet in aid of static control holder An A4 document holder shall be securely affixed inside the cabinet for storage of drawings and service documentation Digital Train Radio System (DTRS) The digital train radio system (DTRS) is a GSM-R based train radio communication system that provides secure point-to-point communication in the following scenarios: a) Between train drivers / guards and area signallers; b) Between train drivers / guards and train controllers; c) For track side worker user groups; RailCorp Page 49 of 75

50 d) For shunters user groups; e) For transit officer user groups; and f) For station staff user groups. GSM-R voice call and messaging functionality (including emergency call, broadcast call, group call, all stop messages etc) shall be provided. Train radio coverage must be achieved to mobile radios installed on trains in all sections of track. The GSM-R base station equipment must include a battery charging and battery backup system with a minimum 4 hours backup capability in the event of loss of mains supply. At remote or difficult to access GSM-R Base station sites, to be determined on a case by case basis, a minimum of 8 hours backup capability is required Standards, Specifications and Drawings type Title Specification DTRS Technical Specification Contract No. CW5901* Specification EIRENE Functional Requirements Specification v7.1 Number N/A P0011D009 Specification EIRINE System Requirements Specification v15.1 P0011D010 Standard Communications Earthing and Surge Protection Standard ESM 109 * DTRS Technical Specification Contract No. CW5901 RailCorp train radio system project contract documents including technical specification can be found at Requirements Technical Requirements The train radio system shall at a minimum, meet the current technical requirements contained in the DTRS Technical Specification Contract No. CW5901. At the time of document writing, the DTRS Technical Specification is planned to undergo a technical review. The Contractor responsible for delivering the new rail corridor shall liaise with RailCorp to obtain the most up-to-date specifications Radio coverage Train radio coverage shall be achieved to mobile radios installed on trains in all sections of track Compatibility The train radio infrastructure to be installed must be compatible with the RailCorp GSM-R Digital Train Radio System. RailCorp Page 50 of 75

51 Lightning protection DTRS Equipment room shall facilitate lightning protection and earthing in accordance with RailCorp specification ESM 109 "Communications Earthing and Surge Protection Standard" GSM-R Spectrum RailCorp s GSM-R system operates in the DCS 1800MHz band. GSM-R equipment shall be selected and tuned to optimise performance at the DCS1800 frequency band Health monitoring New base station health status and alarms shall be integrated to main communications network for monitoring by existing RailCorp Network Operations Centre (NOC) Signaller panels Compatible signaller panel and associated equipment shall be installed at the relevant signalling complex GSM-R design Design of GSM-R Digital Train Radio System shall be in consultation with, and endorsed by RailCorp and its stakeholders GSM-R antenna Antenna System for the GSM-R Digital Train Radio System shall comply with the DTRS Technical Specification requirements specified in Contract No. CW Transponders DTRS Transponders (for enhanced Location Dependant Addressing) shall be installed at designated track locations, in accordance with DTRS standard procedures. The number of Transponders required is to be determined during the design stage Without Brake-van (WB) Radio Without Brakevan (WB) radio is a single frequency UHF radio system used for communication between train drivers, train guards and signallers. It utilises hand portable radios, fixed radios in trains, fixed radios in signalling boxes and fixed base stations. Fixed base stations are connected to a RailCorp signal box via a two-wire voice circuit to allow WB radio traffic to be recorded on a voice recorder Standards, Specifications and Drawings type Title Number Specification Train Radio Systems WB/Local TC ES Radio/Mountain Radio Equipment Specification Drawing WB Radio Systems Block Diagram MET-RA 0403 RailCorp Page 51 of 75

52 Requirements Spectrum WB base stations shall be programmed with a channel bandwidth of 12.5 khz on a simplex carrier frequency MHz, with receiver CTCSS sub-audible tone Hz and open CTCSS (i.e. no CTCSS) for transmitter Licensing An Apparatus License is required to be issued by the ACMA for any new WB site prior to the site being commissioned into service. The issuing of Apparatus License shall be arranged through RailCorp Communications Engineering who will then make the license application to the ACMA. The Contractor is responsible to provide sufficient information to support the Apparatus License application Coverage Area WB radio coverage shall be achieved to hand portable radios inside and outside the train in all sections of track, including tunnels. WB coverage is not necessary in station concourse areas Coverage Level -100dBm over 100% of the Coverage Area with 98% Certainty and greater than 25dB SINAD Type Approved Equipment The type-approved WB base station is the Imark 5208L Link Transceiver Signal Control Location Each WB base shall be controlled at an assigned Voice Communication System (VCS). RailCorp will be responsible for the supply of VCS equipment, configuration and commissioning Voice circuit a) A 2-wire voice circuit shall be provided from the WB equipment room to an agreed interface point/main Distribution Frame (MDF). At the time of writing, RailCorp is investigating the use of Radio-over-IP technology to allow transmission of the voice circuit over an IP network. b) The 2-wire circuit shall use in-band signalling at 2175Hz and compatible with existing VCS Universal Serial Card (USC). As an example, Omnitronics 925-FR interface unit (built into the Imark 5208L radio) is compatible with the USC Voice recording Each WB base shall be recorded by the Voice Recorder Network (See section 9.2) at the relevant Signal Box location. RailCorp Page 52 of 75

53 HMI Where VCS is fitted in a Signal Box, the main interface to the WB system is through the VCS HMI an Omnitronics 960HC handset shall be provided and installed to be used as a back up to the VCS system handset. Where VCS is not available in a Signal Box location, the main interface to the WB system is through the Omnitronics 960 handset Equipment Housing Where the WB base station is to be located inside the rail corridor, generally a concrete equipment hut is required to house the WB radio equipment Power supply The type approved WB Base equipment requires a 12VDC supply Each WB base power supply shall achieve a minimum of 8 hours back-up time assuming a 50% Tx/Rx duty cycle Station Radio Station radio is a stand-alone UHF radio system used for communication between station staff while located at stations and station surrounds. In the future, it is envisaged that DTRS will provide Station radio functionality through its Group Call facility. Where DTRS provides Station radio functionality, no 400MHz system is required. In the event that DTRS is not available to provide Station radio functionality, the requirements set out in the following sections apply for new station building Standards, Specifications and Drawings type Title Number Specification Digital Mobile Radio (DMR) Systems ETSI TS Parts 1 to 4 Specification Digital Private Mobile Radio (dpmr) ETSI TS Requirements Spectrum a) Any new Station radio shall be provided utilising digital radio technology with 6.25 khz spectrum efficiency. b) Duplex frequencies for the Station radio system shall be selected from the following band (in order of preference): i) MHz to MHz band (and corresponding MHz to MHz duplex pair), ii) MHz to MHz band (and corresponding MHz to MHz band) RailCorp Page 53 of 75

54 c) The maximum EIRP of the Station radio system shall not exceed transmit with a maximum EIRP of 8.3W. d) The Station radio must not adversely interfere with other RailCorp radio systems Licensing An Apparatus License is required to be issued by the ACMA for any new Station Radio site prior to the site being commissioned into service. The issuing of Apparatus License shall be arranged by RailCorp Communications Engineering who will then make the license application to the ACMA. The Contractor is responsible to provide sufficient information to support the Apparatus License application Coverage Area Radio coverage shall be provided across all staff accessible areas including station platforms, paid and unpaid concourse, staff offices, access passages, meal rooms and station entries, stairways, escalators, lifts, public access footpaths and public walkway / tunnels (if any) and tunnel cross passages Coverage Level -85dBm over 100% of the Coverage Area with 95% Certainty and for: Analogue Systems, greater than 25dB SINAD; or Digital Systems, less than 2% BER Type Approved Equipment At the time of writing, RailCorp is assessing the two digital radio standards, DMR and dpmr and therefore no Type-approved equipment is available at this stage. The generic requirements for equipment are: a) Support both analogue and digital radio standard. Exact digital radio standard to be supported is to be consulted with RailCorp at the design stage. b) Support digital and analogue Conventional mode of operation c) Support wide-area Digital Conventional mode of operation. d) Compatibility with IP network backbone for wide area Digital Conventional mode of operation Channel Assignment Unless otherwise stated, generally a Station radio system is required to provide the following channel assignment as a minimum: a) A duplex repeater channel,, b) and a simplex talk-through (direct mode) radio channel Additional channel arrangement shall be derived from the stakeholders / end-users requirement and be consulted with RailCorp Communications Engineering. RailCorp Page 54 of 75

55 Hand portable radios A minimum of six 4-watts hand portable radios with rechargeable battery, antenna, belt clip and programmed with the working channels shall be provided at each new station. Hand portable radios shall be capable to operate in both Digital and Analogue mode. At the time of writing, RailCorp is yet to adopt a particular Digital radio standard. Consultation is required to be made with RailCorp Communications Engineering prior to any procurement of hand portable radios. Hand portable radios shall be engraved for asset capture. RailCorp has a nominated engraver contractor which acts on RailCorp s behalf for managing Handportable asset list Emergency Functionality All new Yard radio hand portables shall have the ability to transmit an Emergency notification to the controller radio console. Generally this is provided by the Emergency SELCALL Hand portable feature by transmitting a code to the controller radio console which emits an emergency alert tone when an emergency SELCALL code is detected Radio charger A minimum of one 6-gang charger shall be provided for each new station Batteries A minimum of six spare rechargeable batteries shall be provided for each new station. The battery shall be of Ni-MH or Li-Ion type. Ni-Cd batteries will not be acceptable Power supply Station radio power supply shall achieve a minimum of 8 hours back-up time assuming a 50% Tx/Rx duty cycle Yard Radio Yard radio is a stand-alone UHF radio system that allows RailCorp personnel in stabling yards to communicate with each other and to coordinate administration, maintenance and train shunting activities. Yard radio includes channels for: a) Shunting Radio Used by shunters to communicate to either a train driver or a signaller/controller during shunting operations; b) Administration radio Used by shift managers to coordinate activities within the stabling yard; and c) Maintenance radio Used by maintenance staff within the stabling yard to coordinate maintenance activities. It is envisaged that the DTRS will provide the Yard radio functionality through the DTRS Shunting and Group Call facility. In the event that DTRS does not provide the facility for Yard radio communication, the following requirements apply for a new Stabling Yard build. RailCorp Page 55 of 75

56 Standards, Specifications and Drawings type Title Number Specification RailCorp Yard Radio Functionality TC TR Specification Digital Mobile Radio (DMR) Systems ETSI TS Parts 1 to 4 Specification Digital Private Mobile Radio (dpmr) ETSI TS Requirements Spectrum a) Any new Yard radio shall be provided utilising digital radio technology with 6.25 khz spectrum efficiency. b) Duplex frequencies for the Yard radio system shall be selected from the following band (in order of preference): i) MHz to MHz band (and corresponding MHz to MHz duplex pair), ii) MHz to MHz band (and corresponding MHz to MHz band) c) The maximum EIRP of the Yard radio system shall not exceed transmit with a maximum EIRP of 8.3W. d) The Yard radio must not adversely interfere with other RailCorp radio systems Licensing An Apparatus License is required to be issued by the ACMA for any new Yard Radio site prior to the site being commissioned into service. The issuing of Apparatus License shall be arranged through RailCorp Communications Engineering who will then make the license application to the ACMA. The Contractor is responsible to provide sufficient information to support the Apparatus License application Coverage Area Within the yard limits or area of operations Coverage Level -95dBm over 100% of the Coverage Area with 98% certainty and for a) Analogue Systems, greater than 25dB SINAD; or b) Digital Systems, less than 2% BER Type Approved Equipment At the time of writing, RailCorp is assessing the two digital radio standards, DMR and dpmr and has not made a decision to adopt a particular standard therefore no Typeapproved digital radio equipment is available at this stage. RailCorp Page 56 of 75

57 The generic requirements for yard radio infrastructure equipment are: a) Support both analogue and digital radio standard. Exact digital radio standard to be supported is to be consulted with RailCorp at the design stage. b) Support digital and analogue Conventional mode of operation c) Support wide-area Digital Conventional mode of operation. d) Compatibility with IP network backbone for wide area Digital Conventional mode of operation Channel Assignment Unless otherwise stated, generally a Yard radio system is required to provide the following channel assignment as a minimum: a) A duplex repeater channel for Shunting operation (Shunting channel) b) A duplex repeater channel for Yard administration activities (Administration channel) c) and a duplex repeater channel for maintenance activities (Maintenance channel) Additional channel arrangement shall be derived from the stakeholders / end-users requirement and be consulted with RailCorp Communications Engineering Interface to Signaller In general, an interface from the Yard Radio system to the Signaller controlling the Main Line interfacing to the Stabling Yard is required. This interface is usually provided on the Shunting channel of the Yard Radio system through the provision of a line interface to the Yard radio repeater. While the line interface has been traditionally provided through a VF circuit, at the time of writing, RailCorp is investigating on the use of Radio-over-IP technology to allow transmission over IP network Voice recording The Shunting radio channel of the Yard radio shall be recorded by the Voice Recorder Network (See section 9.2) Hand portables All new Hand portable radios shall be capable to operate in both Digital and Analogue mode. At the time of writing, RailCorp is yet to adopt a particular Digital radio standard. Consultation is required to be made with RailCorp COMMUNICATIONS ENGINEERING prior to any procurement of hand portable radios Emergency Functionality All new Yard radio hand portables shall have the ability to transmit an Emergency notification to the controller radio console. Generally this is provided by the Emergency SELCALL Hand portable feature by transmitting a code to the controller radio console which emits an emergency alert tone when an emergency SELCALL code is detected. RailCorp Page 57 of 75

58 Power supply Yard radio Power supply shall achieve a minimum of 8 hours back-up time assuming a 50% Tx/Rx duty cycle Government Radio Network (GRN) Government Radio Network (GRN) is owned by the Department of Finance & Services, referred to further as the GRN Owner. GRN is used by government agencies including Ambulance, SES, Fire Brigade, transit officers and railway maintenance workers Standards, Specifications and Drawings Consultation is required with the GRN Owner (Dept. of Finance & Services) for up-to-date GRN system specification Requirements General Radio infrastructure shall be provided to facilitate communications to and between dedicated hand portables, integrated with the existing GRN as per the GRN specifications Coverage Area GRN radio coverage shall be provided in all tunnels and underground section of the rail corridor including inside train carriages, underground passages, stairways, equipment rooms, platforms, and station concourses. RailCorp Security and Transit officers are the primary GRN users within RailCorp, therefore coverage requirement for GRN outside the underground and tunnel section of the corridor shall be consulted with both RailCorp Security Division and the GRN owner Existing Coverage Evidence shall be provided to demonstrate that sufficient coverage from existing GRN network is available in the Rail Corridor, Tunnels and at Stations as required by RailCorp operations, State Emergency Services, Fire, and Ambulance. In the event that coverage from existing GRN network is deemed insufficient on the new rail corridor and/or at Stations, the GRN network owner shall be consulted to arrange possible coverage extension Antenna Antenna system for the GRN in tunnels and cuttings shall share the leaky coaxial cable with other radio systems, and comply with the requirements specified in the Antenna System section (See section 10.2) GRN design Design of GRN system shall be in consultation with, and approved by the GRN Owner and its maintenance provider. RailCorp Page 58 of 75

59 Interference The GRN must not adversely interfere with RailCorp radio systems Equipment Accommodation GRN equipment shall be located in a GRN specific equipment cabinet in a telecommunications equipment room dedicated to Non-RailCorp systems. Where practically possible, the GRN equipment cabinet shall be a dedicated cabinet, separate from RailCorp s equipment cabinet Isolation Antenna systems may be shared where there is no detrimental effect to RailCorp radio systems (See section 10.2) Voice and data links Voice and data links shall be provided via allocated 64kbit/s timeslots within a DDS Service with multiplexing equipment between base station site and the GRN Network Operations Control Centre (NOCC) Police Radio The Police radio system is owned and maintained by the NSW Police and is used to provide radio communications to the NSW Police and other emergency services Standards, Specifications and Drawings Consultation is required with the Police Radio owner (NSW Police Service Communication Group) for up-to-date Police radio system specification Requirements General Radio infrastructure shall be provided to facilitate communications to and between dedicated hand portables and to Police Central Operations, integrated with the existing Police system Coverage Area Police radio coverage shall be provided in all tunnels and underground section of the rail corridor including underground passages, stairways, equipment rooms, platforms, and station concourses. Coverage requirement for Police radio outside the underground and tunnel section of the corridor shall be consulted with NSW Police Existing Coverage Evidence shall be provided to demonstrate that sufficient coverage from existing Police Radio network is available in the Rail Corridor, Tunnels and at Stations as required by the NSW Police and other emergency services. In the event that coverage from existing Police Radio network is deemed insufficient on the new rail corridor and/or at Stations, the Police Radio network owner shall be consulted to arrange possible coverage extension RailCorp Page 59 of 75

60 Coverage Level Coverage Level requirement for Police Radio System shall be in consultation with, and approved by the NSW Police Service - Communications Group Antenna Antenna system for the Police Radio in tunnels and cuttings shall share the leaky coaxial cable with other radio systems, and comply with the requirements specified in the Antenna System section (See section 10.2) System design Design of Police Radio System shall be in consultation with, and approved by the NSW Police Service - Communications Group Interference The Police radio must not adversely interfere with RailCorp radio systems Equipment Accommodation Police Radio equipment shall be located in a Police Radio specific equipment cabinet, housed in a telecommunications equipment room dedicated to Non-RailCorp systems. Where practically possible, the Police Radio equipment cabinet shall be a dedicated cabinet, separate from RailCorp s equipment cabinet Isolation Antenna systems may be shared where there is no detrimental effect to RailCorp radio systems (See section 10.2) Public Mobile Network Requirements Coordination a) The party responsible for implementation shall coordinate and manage mobile network carriers to install Public Mobile Network equipment into the rail corridor. b) The party responsible or lead mobile network carrier shall seek approval from RailCorp Rail Corridor Management Group (RCMG) prior to installation of equipment in rail corridor. c) The party responsible for implementation shall involve mobile network carriers at the early design stage Installation and maintenance Carriers will be responsible for providing and maintaining Public Mobile Network equipment other than shared tunnel leaky coaxial cables and communications bearers specified herein. Redundant low smoke zero halogen 12-core single mode fibre cables in physically separate concrete encased conduits shall be provided. Fibre terminations shall be RailCorp Page 60 of 75

61 accessible at both ends of the tunnel. The cables shall be installed between designated equipment rooms and interface points to be specified by the mobile network carrier during design phase Coverage Public Mobile Network coverage shall include all public accessible areas including inside train carriages in tunnels, station platforms, paid and unpaid concourse, access passages, station entries, stairways, escalators, lifts, public access footpaths, public walkways, station interchange areas and the whole rail corridor including maintenance facilities/depots Antenna The party responsible for implementation shall provide the radiating coaxial cable (leaky cable) system for the tunnels as specified in the Antenna System section (See section 9.2), for use by the mobile network carriers. The radiating coaxial cable (leaky cable) shall make provisions for multicoupling with the DTRS (Digital Train Radio System). The party responsible for implementation and lead mobile phone carrier shall coordinate with RailCorp for the mobile network integration works with DTRS Antenna Maintenance and Ownership RailCorp shall own and maintain the radiating coaxial cable (leaky cable) after the warranty period Communications Links The party responsible for implementation shall provide communication links including fibre cables, telecommunication circuits between equipment rooms and external interface points Fibre patch panels The party responsible for implementation shall provision and commission mobile phone dedicated fibre patch panels at agreed interface points at both ends of the tunnels, and fibre terminations between equipment rooms Bearer Circuits The mobile network carrier will be responsible for bearer circuits outside the new railway infrastructure boundaries Separate Equipment Rooms Separate equipment rooms for Public Mobile Network equipment for all carriers (e.g. Telstra, Optus, Vodafone etc) throughout the tunnel and station infrastructure shall be provided as required. a) Public Mobile Network equipment rooms shall have separate access, clean, sealed against moisture & dust. The equipment room shall be in adequate size, equipped with power distribution board, GPOs, lighting, ventilation, and spare capacity (including power and ventilation) for future expansion. RailCorp Page 61 of 75

62 b) The Public Mobile Network equipment room shall be a telecommunications equipment room dedicated to Non-RailCorp systems Cable installation Cable riser, cable entry penetrations in wall, ceiling or wall, cable ladders and cable ducts, as agreed with RailCorp and the lead carrier, shall be provided Interference Public Mobile Network infrastructure must not adversely interfere with RailCorp radio systems Equipment Accommodation Public Mobile Network equipment shall be located in a Public Mobile Network specific equipment cabinet, housed in a Public Mobile Network telecommunications equipment room. Where practically possible, each Public Mobile Network carrier s equipment shall be in a dedicated cabinet Isolation Antenna systems may be shared where there are no detrimental effects to RailCorp radio systems, (See section 10.2). 11 Condition Monitoring Systems RailCorp, like most railways worldwide, already use condition monitoring to some extent. For over a decade RailCorp has progressively introduced and operated remote condition monitoring of rolling stock, some specific types of infrastructure as well as certain environmental risks. As responsible stewards providing track access to freight and passengers, condition monitoring provides the best and in some cases the only reliable means to control some risks to the safety of rail passengers, train crews and rail employees. As such, the use of condition monitoring systems for the control of some specific hazards represents standard international practice. It is a requirement of condition of use, and access to the Rail Corporation of NSW Rail Network that all Operators (including independent operators) maintain their fleet to a required level. There is the requirement for Rail Corporation of NSW to provide an additional level of protection on top of the requirements and conditions placed on the numerous operators that utilise the RailCorp Network. Condition monitoring also offers the opportunity to improve asset management knowledge and asset reliability, to increase asset availability and to reduce the functional failure of the critical assets being monitored. Condition monitoring is a standard method to acquire asset information to support asset strategy and operational asset decisionmaking, and is utilised for this purpose in all major infrastructure industries. Modern asset management demonstrates that condition monitoring is an important component of good practice and this trend is increasing across industries and geographies. This trend has been driven in significant part by sustained, exponential increases in the capability and capacity of information-gathering, transmission, storage and computational systems. The traditional limitations of large volumes of at the sensor data, low bandwidth communication to transmit the data, and inefficient computational techniques to process the data have all been largely eliminated. Furthermore, with data RailCorp Page 62 of 75

63 storage now a commodity and information management an accepted organisational capability, long-term data storage, integration and mining is possible opening up ever increasing possibilities for improved asset management through better information Types of Train Condition Monitoring Systems A list of the Train Condition Monitoring (TCM) Systems installed on the RailCorp Network is shown below: System Bearing and Brake Temperature (BBT) Detection System Bearing Acoustic Monitor (RailBAM) Angle of Attack Detector (AoA) Wheel Impact Load Detectors (WILD) High Speed In-Motion Weighbridges (Overload Detectors) Ground Borne Noise (GBN) Automatic Equipment Identification (AEI) Tag Readers Wayside Information Management System (WIMS) Description Previously known only as Hot Box Detectors (HBD), the systems typically now also include Hot Wheel Detectors (HWD), Dragging Equipment Detectors (DED) and Automatic Equipment Identification (AEI). The BBT system measures the radiant heat/temperature of the axle bearings and brakes (tread brakes and disc brakes) as they pass over. The system also includes a Dragging Equipment Detector (DED) for identifying low hanging equipment. There are 3 generations of the systems on the RailCorp network which are used to prevent derailments due to bearing and brake defects on passenger and freight rolling stock.. An array of microphones which analyses acoustic signature and predicts potential bearing faults/failure. The system also includes an AEI Optical bogie geometry system. It measures the distance of the wheel s rim face and the angle of the wheel-set relative to the rail and monitors for high angles and wheel mis-alignment. High angles of attack represent a greater risk of wheel squeal. The system also includes an AEI Accelerometers installed on track to measure the impact forces that are attributed to wheel flats/skids, spalls or wheel defects that could damage the rolling stock and track infrastructure. The system also includes load cells for dynamic weights and an AEI. Transducers installed on track that measures the weight of the train at line speed (80km/h). These systems can be annually certified to be used as a weighbridge but are currently being utilised as Overload detectors monitoring for overloaded or incorrectly loaded wagons that could damage infrastructure. The system also includes an AEI Originally installed as part of the Ministers Conditions of Approval for the ECRL tunnel. The system utilises the base WILD electronics along with some additional hardware and predicts the vibration and ground borne noise attributed to the passage of a train. Series of active Radio Frequency antennas used to read the passive Radio Frequency Identification Tags located on all rolling stock. AEI Tag readers are included in all trackside Train Condition Monitoring Systems. A system that integrates all the different train condition monitoring systems data to allow for RailCorp Page 63 of 75

64 System Description ease of trending, analysis and reporting. Please consult the Condition Monitoring Systems SME for a current map of RailCorp s train condition monitoring systems Typical Systems required on New Rail Corridors Bearing and Brake Temperature (BBT) Detection System The system is a combined system referred to as Bearing and Brake Temperature (BBT) system and includes Hot Bearing Detector (HBD), Hot Wheel Detector (HWD) and Dragging Equipment Detector (DED). HBD and HWD systems ensure that the axle bearings are not overheating, that the brakes are not sticking i.e. hot wheels or brake discs, and that the brakes are working i.e. not cold. BBT also allows RailCorp to monitor in service operating conditions to mitigate the risk of bearing, brake and dragging equipment defects causing issues with network reliability. RailCorp's current strategy is to implement BBT systems every 25-50km on all the main routes to ensure that there are regular checks on bearing and brake temperatures throughout a train s journey and aims to cover the entire passenger fleet for the majority of timetabled runs every day. For this strategy to be satisfied it requires a BBT system on any new rail corridor if the new corridor causes a train path to have trains traversing more than 50km without passing a BBT system. If any of the trains expected to traverse the new corridor are captive then a BBT system is also required. If the new corridor allows trains to crossover or, operate bi-directionally, or have different operating conditions in each direction then there is also a requirement for a BBT system on both up and down tracks. If there are more than 2 tracks an assessment is required to determine if the coverage of the systems is adequate. BBT system(s) installed shall provide equivalent or better functionality than the latest generation of system that is currently in service in other areas of the RailCorp network Ground Borne Noise (GBN) and Wheel Impact Load Detector (WILD) systems For new corridors that require a tunnel it is assumed that the inclusion of a tunnel will have similar Ministers Conditions of Approval on Ground Borne Noise as the Epping to Chatswood Rail Line (ECRL). A GBN system will be required to ensure that the new corridor complies with the conditions and that unacceptable carriages are indentified and restricted and/or fixed. An assessment would be required to be conducted by the Rolling Stock Division to determine whether the rolling stock proposed for the new corridor is sufficiently covered by the existing GBN system. If the coverage is deemed to be insufficient, then a new GBN system would be required in the new corridor. The GBN system in its current form can not be installed without WILD electronics due to hardware requirements, therefore RailCorp would require a WILD system to also be installed at the same location as the GBN system. Installation of a WILD system would also mitigate the risk of having a captive fleet of trains traverse a new corridor without being monitored for wheel defects such as flats/skids and spalls that could damage track infrastructure. Both GBN and WILD systems require optimal pass speeds of between 60 and 120km/h. RailCorp Page 64 of 75

65 The GBN and WILD systems installed shall provide equivalent or better functionality than the latest generation of system that is currently in service in other areas of the RailCorp network Classes of Systems Classes Relevant to New Corridors CM systems have been split into different classes since there are a number of constraints required for CM systems but they don t apply to every system. It has been recognised that in the life cycle of Condition Monitoring Equipment that they go through different phases of useability and that there is a different reliance on the data produced by each system. This means that some systems are more critical than others and hence have different requirements to make sure their availability targets are met. Class 0 Ad Hoc Systems designed for research and development purposes. Class 1 Monitoring and Low Data Volume and the systems are used for assets that require some form of monitoring which does not directly impact on operations and is generally not used for predictive maintenance. Class 2 Remote Monitoring systems used for assets that require monitoring which includes an operational component and are used for predictive maintenance. Class 3 Remote Monitoring Operation and Safety Significant systems are used for assets that require monitoring which includes an operational component and are used for predictive maintenance. Class 4 Safety Critical systems are used for operational assets that require monitoring and have a safety critical function and are also used for predictive maintenance. They have an agreed interface to enable retrieval of information externally, via network connectivity. They use an open data format to allow third party access by RailCorp. Please consult the Condition Monitoring Systems SME for the latest revision of the interface standard for Condition Monitoring systems. The standard goes through in much further detail the classes for systems Determination of Classes The classes of the CM systems to be installed on any new corridor shall be determined by RailCorp s Communications & Control Systems Engineering in collaboration with the Communications Chief Engineer. At the time of writing, the system classes are as shown below: BBT system - Class 3 system and a GBN system Class 2 WILD system Class 2 High Speed in-motion weighbridges Class 2 AoA Detectors Class 2 ABM Class 2 Standalone AEI systems Class 2 RailCorp Page 65 of 75

66 Any additional CM systems to be included in a new corridor will be assessed as required Site Selection Criteria Below are a standard set of selection criteria in selecting a typical site for a Train Condition Monitoring system. Distance from load point (BBT only) First system to be installed within 20-25km of a load point. A load point is deemed to be the point at which a freight train is loaded or at the boundaries of the RailCorp network. Spacing of subsequent Systems (BBT only) The spacing between systems should be between 25km and 50km depending on the level of traffic and high secondary damage consequences Tangent track configuration 100m of straight track in the vicinity of the system Level track the track is to be as level as possible. Sidings (only alarming systems) sidings or locations to mark-off carriages with minimal interruptions to network services are within 5 10km of the site Train Speed constant speed greater than 30km/hr, individual system requirements also need to be considered. Signalling no signals within a 200m on either side of the site and any on track equipment to be installed a minimum of 20m from track circuit tuning loops. Level Crossings and Tunnels (only alarming systems) The location of the site is situated such that in the event of an alarm the train does not block level crossings or be stopped inside a tunnel. Infrastructure Access proximity to power supply, communications, ground conditions and road access. Maintenance Support accessibility of trackside and track mounted equipment by maintenance staff without compromising safety. Maintainability of the system using lookout working without compromising safety. Track Condition the track structure must be stable and not pumping. Inspection Location (only alarming system) the locations where inspections could be expected to occur should be suitable for train crews to safely walk the whole length of the train at track level and should allow for trains to be worked around a disabled train. Train Operating Conditions - the operating conditions of the rolling stock on approach and departure from the site need to be assessed to determine suitability of the data that would be recorded. Please consult the Condition Monitoring Systems SME for a typical site selection report. This report is required to be developed in selection of any Condition Monitoring system with the appropriate approvals and sign-offs General System Requirements This section sets out some of the general requirements that need to be adhered to in the development and implementation of a Train Condition Monitoring system Standards, Specifications and Drawings type Title Number Standard Analogue interworking and non-interference requirements for Customer Equipment for connection to the Public Switched Telephone Network AS/ACIF S002 RailCorp Page 66 of 75

67 type Title Number Standard Analogue interworking and non-interference AS/ACIF S004 requirements for Customer Equipment for connection to the Public Switched Telephone Network Standard Installation requirements for customer AS/ACIF S009 cabling Standard Customer Access Equipment for connection AS/ACIF S003 to a Telecommunications Network Standard Telecommunications and information IEEE exchange between systems in Local and Metropolitan Area Networks Specific Requirements. Part 3: Carrier Sense Multiple Access with Collision Detection (CSMA/CD) Access Method and Physical Layer Specifications (standard for Ethernet technologies) Standard Quality Management Systems - ISO 9001:2008 Requirements Standard Information technology - Radio frequency ISO/IEC c identification for item management Standard Standard for Automatic Equipment S Identification Standard Electrical Installations AS/NZS 3000:2000 Standard Railway track material AS Part 14: Prestressed concrete sleeper Standard RIC Electrical Systems General EP T1 Description Standard Transit Space ESC215 Standard Low Voltage Distribution Earthing EP SP Standard Low Voltage Installations Earthing EP SP Standard Installation Inspections EP SP Standard Work on or Near Low Voltage Distribution EP SI Equipment - Permit Requirements and Safe Working Distances Standard Isolation of Low Voltage Distribution EP SI Equipment for Work Standard Operating Work - Low Voltage Distribution EP SI System Standard Standard Voltage Tolerances EP SP Standard Communications Earthing and Surge ESM 109 Suppression Standard Specification Concrete Sleepers SPC 232 Specification Resilient Base plates SPC 235 Specification Connectors for Signalling Interface SPG 1030 Specification Lighting and Surge Protection Requirements SPG 0712 Specification Cables for Railway Signalling Applications - General Requirements SPG 1010 RailCorp Page 67 of 75

68 type Title Number Specification Cables for Railway Signalling Applications - SPG 1011 Multi Core Specification Installation of Equipment Racks and SPG 0707 Termination of Cables and Wiring Specification Construction of Cable Route and Associated SPG 0705 Civil Works Specification Small Buildings and Location Cases SPG 0708 Specification Connectors for Signalling Interface. SPG 1030 Specification Specification General Requirements for Labelling of Signal Equipment Specification Installation of Trackside Equipment Trackside monitoring systems SPG 1031 SPG 0706 SC EQ Manual Train Operating Conditions Manual OS 001 IM Standard Sleepers and Track Support ESC 230 Standard Transit Space ESC 215 Specification Rolling Stock Outline Interface RSS001/ RSU 110 Specification Automatic Equipment Identifiers (AEI) RSS001/RSU Appendix H Hardware Requirements Electronic Equipment All equipment shall be installed in a standard rack enclosure specified by RailCorp All CPU equipment must be highly reliable, have high availability and must be industrial grade and all components shall be specified On-Track and Trackside Equipment All on-track and trackside equipment including junction boxes are preferred to be IP65 for protection from flooding and high dust ingress from access tracks and ballast embankments. IP rating of all trackside enclosures shall be provided. Under no circumstances is the design of on-track and trackside equipment to incorporate the drilling, welding or modification of any portion of the running rails. Clamps are to be used instead; they will hug or be moulded to the shape of the rail footing. Where there is a risk of short circuiting RailCorp s signalling system, approval from RailCorp s track and signalling engineering divisions is required to be sought. All track equipment must use an adequate securing system that prevents the equipment dislodging and potentially fouling the running line. Any arrangement for fitting of all devices to the rail shall be presented for type approval during the Design Phase. This includes details of clearances from the rail including RailCorp Page 68 of 75

69 meeting the requirements of Minimum Operating Standards for Rolling Stock RS 0001 General Interface Rolling Stock Outline Guidelines Refer to Standard. All Equipment installed on the track shall be more the 5mm below rail level or in accordance with the civil standard ESC 215 Transit Space Detection equipment must be mounted so that ballast movement does not affect the alignment and calibration of detection equipment. All on-track equipment shall be fastened using tamper proof and security fasteners All on track equipment should be adequately protected from damage from dragging equipment. The System shall be designed for continuous all-weather operation with particular reference to the following design parameters: Relative Humidity is within the range 0% to 90% non-condensing. Rail Temperature is within the range -20º to +70ºC. Site ambient air temperature in the range -15º and +50ºC, as measured in shade 1.5 metres above the ground. Equipment Located on Track is required to: Be designed for exposure to prolonged UV and Sunlight: Not be affected by Train & Mechanical greases and oils, dropped by rail traffic: Be designed for exposure to sand blasting that is ejected for traction, by rail traffic: Not be affected by heat sources from passing track work machinery: Where possible, be Two Pack Enamel or powder coated in a consistent Safety Yellow for all items on the track or outside the hut: Not be affected or affect the operation of Audio Frequency Signalling Loops; Not be affected by and withstand constant subjection to salt, sea mist, sand, or constant high humidity in coastal areas. Not be affected by track pumping Communication Network All servers shall be connected to the C&CS Wayside Network. All the components of the system will be configured on the same VLAN. Communications between the wayside network and the ICT Network are governed by a Firewall. The firewall shall be configured to allow communication between the system and any servers on the ICT network. The server, SMS server, NTP server, SFTP server and the anti-virus server are located on the ICT network. Network transfer of files, including audio files shall use open IP standards. All data communications components connected shall have ACMA approval both C-tick and A-tick. The ACMA approval number shall be clearly shown on either a label attached to the modem (where separate modems are used) or on a label fixed to the system at a location close to the communications line, in a position where it is clearly visible. RailCorp Page 69 of 75

70 The bandwidth required for the data transported on the network shall be provided. All communications protocols standards used and all ports to be accessed on each device for the setup of firewall rules shall be provided Equipment Rack (provided by the Contractor) In order to maximise room space utilisation and to ensure racks provided are consistent with existing racks, the data processing and associated subsystems that form part of the HBD/HWD/DED system shall be installed in a rack equivalent to a 19 inch (900mm deep), 45 RU black cabinet, produced by MFB Products Pty Ltd. The system shall also have a 1 RU rack mounted 17 Inches LCD drawer (which includes keyboard and mouse), and has remote access capabilities using TCP/IP Lightning, Spike and Surge Protection Protection for all equipment from damage arising from electrical transients, conforming to RailCorp Specification SPG 0712 Lightning and Surge Protection Requirement shall be provided Earthing All earthing to be installed as per RailCorp Standard ESM 109 including but not limited to: a) All Cabinets, Chassis to be earthed; b) All antennas to be earthed; c) All electrical components, i.e. Industrial PC s, to be earthed; d) All Track Side Components to be double insulated from the track Software Requirements & Server Requirements All software and server requirements shall conform to the technical specification for each of the Condition Monitoring Systems. These technical specifications are produced by the RailCorp Communications Engineering Condition Monitoring Design unit. The requirements include: Operating system requirements System configuration files System Software Maintenance Applications Remote Access Time Synchronisation Virus Protection & Updates Firewalls Reduced Operating Performance Communications failures Servers and Redundancy Graphical User Interfaces (GUI) Alarms and Alerts s and SMS requirements RailCorp Page 70 of 75

71 Design During the design period, a detailed design shall be developed in enough detail to implement any software and hardware to meet the requirements of the system technical specifications document. The software and hardware changes implemented during design period shall be recorded and updated. The information provided in this documentation shall describe the architecture and construction of the system to a sufficient level of detail to permit the ongoing support and operation of the equipment by a third party. This documentation shall include a Reliability Block Diagram (RBD). The design documentation produced shall as a minimum, include the following: Evidence of ISO 9001 Quality Assurance; A description of each component of the system (hardware and software), with sufficient details to permit purchasing or a compatible replacement to be identified later in the life of the system; A description of the functions performed by each component; A Contractor document describing any implemented algorithms and parameters in the design submission for review and acceptance; Graphical User Interfaces, alerts, reports and queries; Drawings showing the assembly of the equipment including dimensions and parts lists; Drawings showing the dimensions of each part in sufficient detail for repairing and maintaining the equipment; Identify any special tools e.g. special compilers; Electrical wiring schematics showing the internal cabling and wiring between the components within the system, sufficient for troubleshooting; Electrical wiring schematics of the inputs and outputs to/from the systems, identifying the relevant voltages, signals or protocols used; Detailed earthing diagrams including trackside and on-track equipment; Data flow charts to and from all components; System and Application Diagrams aligning to data flow charts; System Database and file folder structures. Serial Numbers for all major components Issues registers Technical Maintenance Plans Trouble shooting guides Verification and Testing General Provision of documentation and templates for the testing of all modular components that may be considered faulty or suspect for the return. The Contractor is responsible for carrying out the following: The static testing (including alignment tests for scanners and wheel sensors); Assisting with any Dynamic Testing; Certification Testing; Test Specification A Test Specification for the system defining the procedures to be applied to demonstrate that the equipment performs in accordance with the specification. The Test Specification shall contain three sections: RailCorp Page 71 of 75

72 Factory Acceptance Testing (FAT); Site Acceptance Tests (SAT); System Commissioning Acceptance Tests (SCAT). The Test Specification shall include an audit during the commissioning activities for each site to confirm that there are no outstanding actions remaining to be completed prior to acceptance of the system Factory Acceptance Tests (FAT) All FAT Certificates and test sheets for all components used prior to installation on site including cables and spare parts. Contractor shall detail Quality Control Measures in place to ensure quality of all components. The FAT shall include any software testing to ensure that all features of the system functions as expected. The RailCorp shall witness all or parts of the FAT if possible Site Acceptance Tests (SAT) Prior to the commissioning tests, a site acceptance test shall be performed to confirm the equipment at each site is complete, installed and aligned correctly and working. During tests, the system shall be thoroughly assessed to determine the output that can be expected with the combinations of inputs that could most likely occur under fault conditions System Commissioning Acceptance Tests (SCAT) In addition to Site Acceptance Tests performed, a series of tests to demonstrate the equipment conforms to the requirements of the technical specification shall be performed. The SCAT shall be submitted with a traceability matrix showing the tests done that correspond to each of the clauses of the technical specification. Each test in the SCAT shall include at least the following: a) unique number to allow for traceability; b) the purpose of each test; c) equipment required to perform the test; d) traceability to the relevant clauses of the technical specification; e) details about the hardware being tested (such as serial numbers, part numbers, calibration dates and numbers); f) details about the software being tested (such as version numbers); g) detailed procedures on how to perform each test; h) expected outcome with specific measurements and tolerances when applicable; i) the recorded outcomes resulting from performing the test; j) results section with a pass, failed or not tested; k) witnesses and signatures section; RailCorp Page 72 of 75

73 ation Construction Drawings The Contractor shall provide drawings for each site with the following details: The physical installation of the equipment at each site Rack layouts identifying each part of electronic equipment installed Details of footings, cable trenches and any other civil works required for the system Details of sleeper mounted equipment Details of the mechanical installation of sensors mounted on or near the track showing the attachment to the track and with instructions for repair or reattachment to the track in the event they are damaged; Details of the mechanical installation of all items that directly clamp or harness to the rail. These are also to include proof of moulding to the rail instead of biting the rail Drawings of components with respect to the standard gauge rails Drawings showing the range of adjustments of each of the components Electrical cable (single-line) diagram for each site, and/or electrical schematic wiring diagram for each site, as appropriate As-Built Drawings As-built drawings will provide the same details as construction drawings, however, they will contain detailed of the system components as built and be marked as such User Manuals System user manuals shall be produced by the contractor that include: All components and their functions of the Interfaces including but not limited to: Menus; Sub-Menus; Parameter Fields and Settings; Help Files; Version Information. Terminology which is consistent throughout the manuals and commensurate with the terminology used on drawings and the labels on the equipment. Specifications for all the system components ation to understand and interpret Train Pass Details, Alarms/Alerts and System Information Maintenance Manuals Maintenance manuals shall be produced that include: Simple procedures permitting non-skilled personnel to confirm whether the equipment is powered and working; Replaceable parts at each site, identifying the manufacturer, the manufacturer s part, serial number and a brief description of the function or purpose of the component; Sources of supply for compatible replacement components; Planned maintenance procedures that shall be carried out to ensure the continued operation of the equipment; Detailed step by step instructions on how to align and calibrate all track side equipment after removal and reinstallation in the event of track maintenance; RailCorp Page 73 of 75

74 Unplanned maintenance tasks that may be needed to restore the equipment to its working condition; Terminology which is consistent throughout the manuals and commensurate with the terminology used on drawings and the labels on the equipment; Cable set up; Cable pin out drawings; Faults Matrix, outlining all possible faults and procedures and steps in place to diagnose fault components and restore. The maintenance manual shall include a Technical Maintenance Plan (TMP) that sets out the maintenance requirements of the system together with the frequencies. The TMP shall be reviewed by RailCorp s Integrated Support Unit Software Manuals Software manuals shall be produced that include: Detailed steps for installing and confirming all applications onto the computer system ation of all files including locations and how to understand them including temp files and archive files Current version of software and configuration file Detailed steps to configure the system Default Manufacturer Configuration Values Equipment and procedures to obtain access to the configuration and data held by the system, both on-site and remotely (where applicable) How to modify the parameters of the system, including descriptions explaining how to obtain the current configuration and how to change each of the parameters. This shall explain the settings that can be used and how to configure them Appropriate sources of support for non-replaceable components and software; Software patching procedures for operating systems and antivirus software as well as periodically backing up of system and train data and hard-disk image creation Firewall ports required ation of any export function Instructional documentation on how to re-install and re-configure server applications and client PCs in the event of hardware or electronic failure A troubleshooting section that lists all the know errors that may be raised by the system and how to restore the system to operational capabilities RailCorp Page 74 of 75

75 Appendix A Section Subject Matter Experts SME Team Manager Facilities and DC Power Telecommunications Networks Manager Cables Telecommunications Networks Manager Transmission Networks Telecommunications Networks Manager Emergency and Operations PABX Telephones Data Networks Telecommunications Networks Manager Data Networks Design Manager Network Control Communications Systems Wireless Infrastructure Wireless Systems Manager Wireless Systems Manager Condition Monitoring Systems Condition Monitoring Systems Manager Contact address for all the above SME s: [email protected] RailCorp Page 75 of 75