ARA Digital Train Radio System Functional Requirements For Australian Metropolitan Railway Operators 19 September 2005
1. General 1.1 General 1.1.1 Scope and Standard The Australian Metropolitan Railway Operators Digital Train Radio System (DTRS) will operate on an internationally recognised open standard architecture model and will facilitate voice and data communications throughout the Metropolitan Railway networks (inclusive of yards and sidings), train control and signalling facilities as well as rolling stock. 1.1.2 Spectrum The DTRS will operate within a Radio Frequency (RF) band that is, or can be made available to each Metropolitan Railway Operator and is consistent with manufacturing specifications that facilitate multi-vendor supply arrangements. 1.1.3 System design and components Wherever practical, system components will be able to be sourced from multiple vendors consistent with the requirement for an open standard architecture DTRS. 1.1.4 DTRS Internal Access The DTRS will be accessible on an operational and safety needs basis to Metropolitan Railway personnel engaged in train control, signalling, mechanical control, train driving, train guard, shunting, track side work, incident coordination and security. 1.1.5 External Communication Interface The DTRS will operate as a secure network where access to outside parties such as emergency services will be restricted by the granting of permission by an appropriate authority issued by each Metropolitan Railway Operator. 1.1.6 Internal Rail Network Communication Interface The DTRS will have the capacity to interface through interoperable communication links to existing analogue primary train radio systems operating on the Metropolitan Railway networks. The level of integration shall be such that Safe Operation is maintained together with basic core functionalities. 1.1.7 Train Location System The DTRS will facilitate an accurate train location system. The train location system is also 1.1.8 Data Flow Wayside Information 1.1.9 Platform for Train Management Systems required to be capable of providing train positional accuracy to at least 100m. The DTRS should support the flow of wayside information eg hot box detectors, wheel impact load detectors to control centres and also to the train that triggered the detection. The DTRS will have the capability to serve as a platform for advanced train management systems such as Automatic Train Protection (ATP) and data logging for improved engineering support 1.1.10 Voice Recording The DTRS will have comprehensive infrastructure based recording capability for voice communications such that all speech conversations carried out on the Networks are recorded. Page 2 26/09/05
1.1.11 Built in Test Equipment (BITE) The DTRS will have Built In Test Equipment (BITE) that conforms to an open standard suitable for radio use Wherever practical BITE will be automated and provide on line real time information. Furthermore the information will ideally be represented wherever practical in user friendly, easy to recognise formats. Page 3 26/09/05
1.2 Network Management 1.2.1 Network Management Engineering standards, quality assurance and service delivery will be determined by the Metropolitan Railway Operators, however network design, construction and management may be joint ventured and/or leased to other parties. 1.2.2 Network Configuration Levels of Infrastructure 1.2.3 Network Configuration Operational Control of Track Management 1.2.4 Network Configuration Bearers 1.2.5 Network Ownership Relationship to Performance The overall design of the DTRS and in particular the Network, should wherever practical, provide infrastructure solutions that eliminate or reduce materials and equipment. Where new infrastructure is required it shall normally be located such that access for maintenance and repair does not require the interruption of train services or expose staff to additional safety risks. DTRS Networks will be designed to ensure that calls are capable of being dynamically routed to designated track management areas. The design of the DTRS will ensure that calls are routed to the appropriate trains, signal box/panel and train control centres. Appropriate train(s) and signal box/panel(s) will ordinarily be area specific and will capture calls for all train movements in that area. The Network Bearers may be configured from any combination of copper wire, fibre optic cable, wireless and satellite, with design being determined by operational requirements and the need to leverage existing infrastructure. Network design should take account of the need for resilience and capability to deliver the service and performance levels required. Consistent with the network management aspects of Metropolitan Railway Operators areas of control, ownership of the network is not an issue that will determine or limit the performance characteristics required by the Operators operational and safety management objectives. Page 4 26/09/05
1.2.6 Network Management Functions 1.2.7 Monitoring Service Quality The DTRS will operate with a framework that facilitates effective systems operation through performance management. This framework will be configured to collect data and report effectiveness through performance indicators and other metrics. The system shall provide, ideally no less than the following functions: - fault management: used to detect, isolate and repair problems. The system shall provide capability to trace faults through the system, to carry out diagnostics and to act upon the detection of errors in order to correct faults; automation in the collection and reporting of faults - configuration management: The system shall provide real time capability for initialising, operating and closing down system elements, and the procedures for re-configuring the system elements - accounting management: identification of charges and costs; - performance management: The gathering of statistical data and data application to various analysis routines - security management: The system rules for authentication procedures, the maintenance of access control routines, authorisation facilities and security logs. The quality of actual performance to be monitored on an ongoing basis by collecting appropriate data and reporting, on at least the following: - call set-up and duration times; - coverage reliability and signal strength; - hand-over times; - hand-over interruption; - byte error rates, in fixed and radio environments; - end-to-end transmission delays; - number of calls dropped. Page 5 26/09/05
1.3 Network Performance 1.3.1 Network Coverage The DTRS coverage criteria will apply to 100% of each Metropolitan Railway Operator s network. 1.3.2 Coverage Dependability and Performance (Coverage Criteria) The DTRS will operate with 0% blocking probability (to each Metropolitan Railway Operator s prescribed standards) through failsafe redundancy at all times within 5kms of every crossing and for the length of each tunnel and such other track sections nominated by each railway operator. At all other locations a maximum of 2% blocking probability is acceptable. 1.3.4 Coverage ment For network planning, the coverage level is defined as the field strength at the antenna on the roof of a train (nominally a height of 4m above the track). 1.3.5 Coverage Probability System availability will be determined by the respective track manager. 1.3.6 Call Performance Call setup times shall be as close to instantaneous as practical and for emergency calls less than 3 seconds. 1.3.7 The specified call set-up times shall be achieved in 95% of cases. 1.3.8 Call set-up times for 99% of cases shall not be more than 1.5 times the specified call set-up time. 1.3.9 Hand over (active call hand over from one base station to another base station) The hand over success rate should be at least 99.5% over normal operating conditions. The handover success rate shall be at least 99.5% with the system fully functional. Page 6 26/09/05
1.3.10 Hand over shall be executed in a manner to reduce the hand over break period so as to cause minimum disruption to the user. Hand over shall be capable of being maintained through to adjacent Signaller and train control areas or for a distance defined in the Network configuration. 1.3.11 Availability KPI s will be developed to identify availability of various sub elements of the system. The standard availability formula will be defined as: MTBF A = MTBF + MTTR Where: MTBF: Mean Time Between Failures MTTR: Mean Time To Repair 1.4 Critical Safety Alerts 1.4.1 Safety, Vigilance and Accident alert systems The DTRS will be required to convey status text messages from the train to the ground where they will be displayed to operators in the form of text strings. Page 7 26/09/05
2. Signalling & Train Control (Network Control Officers) 2.1 Voice Communications 2.1.1 Network Control Network Control Officer initiated calls can pre-empt all other calls as required. Officer initiated calls 2.1.2 Emergency call Train Crew initiated call to Network Control Officer under emergency conditions (note: this is the highest priority call that can be made by a train crewmember, ordinarily initiated by a Driver). 2.1.3 A Signaller will receive an alert with the option to monitor a call to or from a Train Controller to a train(s) and/or trackside in the Signaller(s) s area. 2.1.4 Broadcast call Network Control Officer initiated one-way announcement call (listen only) to all or any selected trains in an area. 2.1.5 Conference call Network Control Officer initiated interactive call (listen and talk) to all or selected trains in an area. 2.1.6 Selected Group Call Selective conference call that allows the Network Control Officer to select a number of users to include in a call group. 2.1.7 Standard call Network Control Officer or train crew initiated call to determine operational status or relay operational information. 2.2 Text & Display 2.2.1 Identification Visual display of the identity of the calling party. 2.2.2 Controllers Screen Screen to be able to display all radios in Network Controller Officer s area and approaching train from adjacent areas by category, eg Trains, hand portables (operational staff) and hand portables 2.2.3 Train ID Call display from Drivers to ID Train Run Number and of type of call. 2.2.4 Location ID Calls received to identify track area as well as mileage (kilometres) to an accuracy of 100 metres or better for information required for other than safe working. 2.2.5 Area messaging Short message to trains answering in selected area with Drivers acknowledging message Page 8 26/09/05
2.2.6 General Driver to trackside maintenance staff. 2.2.7 Text messaging to support the following functions either across or selected areas of the Network: 2.2.8 1. Trans positioning transmitted electronically and simultaneously to Drivers, Guards, Crew Assignment Centres, station staff and passengers. All recipients (other than passengers) to acknowledge receipt of message. Transposition instructions to be archived for train operations performance data 2.2.9 2. Special Train Notice (STN) 2.2.10 3. Speed restrictions - allowable speed restrictions changes (fixed or temporary) 2.2.11 4. Temperature related speed restrictions 2.2.12 5. Work notice 2.2.13 6. Track possessions (location of trackside workers) 2.2.14 7. Emergencies 2.2.15 8 Route changes 2.2.16 9. Provision for other 2.2.17 Acknowledgments Capability for registering and recording crew acknowledgments to messages. 2.2.18 Display of Time The display in train cabs shall display current time synchronised to a Network Master Clock, which itself shall be synchronised to Universal Time Coordinated (UTC), with adjustment for AEST and Daylight savings off-sets to be settable by the operator. Page 9 26/09/05
2.3 Configuration - Hardwired / Portable radios 2.3.1 Fixed and portable 1. Push to talk on a handset (where duplex does not apply) radios 2.3.2 2. Handset with loudspeaker 2.4 Identification & Train Location 2.4.1 Calling to Signaller The radio system to provide a unique identity for each Signaller, Train Controller, Driver and Guard. 2.4.2 The radio system to display to the Signaller a unique identify for each: 2.4.3 1. Train using the train running number 2.4.4 2. Where the Cab Radio number is identical to the stock number 2.4.5 The Driver to be alerted that a call is being setup by: 2.4.6 1. Audible indication 2.4.7 2. Visual indication 2.4.8 3. Both 2.4.9 A Driver to be alerted that a call request has been transferred to a Network Control Officer by: 2.4.10 1. Audible indication 2.4.11 2. Visual indication 2.4.12 3. Both 2.4.13 The functional identity of the connected party to be verified and displayed. 2.4.14 Handling of Train Run Number 2.4.15 1. Manual entry 2.4.16 2. Initiating an automated request Train Run Numbers must at all times remain unique within the system. Subject to an appropriate level of authorisation, Network Control Officer (NCO) will be able to enter, delete or modify a train's running number. Any modification, by the NCO, shall be subjected to the same rules of entry and entry rejection for duplicate or incorrectly formatted running numbers, as applied to the process for Driver log on. Notwithstanding NCO entry it will be the primary responsibility of the Driver to log on, using a valid Run Number correctly by: Page 10 26/09/05
2.4.17 Driver be required to re-enter the number for confirmation of the running number 2.4.18 Driver to initiate automatic request for train running number. 2.4.19 No duplicate registrations will be permitted. The Driver shall be warned by audible and/or visual alerts if a train with the same running number is already registered. 2.4.20 Handling of Stock Numbers Should the system require the identification of the cab radio by the stock number of the locomotive, such that if the radio equipment is changed in a cab the Radio Network ID remains unchanged. 2.4.21 Functional numbers The train radio system to provide a directory of functional numbers 2.4.22 Functional addressing The system to have the capability of providing multiple functional addresses to an end user, ie an employee performing multiple responsibilities. 2.4.23 Identifier numbers A shunting team number to be identified with a service area identifier and a shunting team identifier. 2.4.24 A maintenance team number to be composed of a service area identifier and a maintenance team type. 2.4.25 A Network Control Officer number shall be composed of a Signaller location or the relevant train control areas. 2.6 Reliability Testing 2.6.1 Reliability features The train radio system should have automatic self testing: Page 11 26/09/05
3. Train Crew (Drivers & Guards) 3.1 Voice Communications 3.1.1 Emergency call Driver initiated call to Network Control Officer under emergency conditions. 3.1.2 Broadcast call Network Control Officer initiated one-way call (listen only) to train crew in an area. 3.1.3 Conference call Network Control Officer initiated interactive call (listen and talk) to train crew in an area 3.1.4 Standard call Driver initiated call to determine operational status and supply necessary operational information. 3.1.5 Mechanical Control call (defects) Driver initiated call to Mechanical Control that can be heard and joined by Network Control Officers. 3.1.6 Trackside Driver to trackside maintenance staff. 3.2 Text and Display 3.2.1 Caller ID Visual display of the identity of the calling party. 3.2.2 Location ID Identify signalling and track area as well as mileage (kilometres) 3.3.3 Text messages The facility to compose and send text messages, In addition to free text messaging, standard text messaging for at least the following: The operator shall be able to vary or include substitute messages as required. 3.3.4 Standard Text Messages 3.3.5 1. Emergency in progress 3.3.6 2. Transpositioning (Temporary variation to timetable) 3.3.7 3. Special Train Notice (STN) 3.3.8 4. Speed restrictions 3.3.9 5. Temperature related speed restriction 3.3.10 6. Work notice 3.3.11 7. Track possessions (location of trackside workers) 3.3.12 8. Standing At Signal 3.3.13 9. All STOP 3.3.14 10. Individual train STOP 3.3.15 11 Route changes Page 12 26/09/05
3.3 Configuration 3.3.1 Hardwired / portable radios Push to talk on a portable handset. 3.4 Alternative Radio (Applies in some Jurisdictions) 3.4.1 General Alternative radio system that is easily accessible 3.5 Handportables 3.5.1 Handportable The DTRS shall be capable of supporting handportables. 3.6 Reliability & Testing 3.6.1 Reliability features An automatic self-testing train radio system. Page 13 26/09/05
4. Shunters 4.1 Voice Communications 4.1.1 Emergency call Network Control Officer initiated call to (yard dispatcher) under emergency conditions. 4.1.2 Driver initiated call to Shunter (yard dispatcher) under emergency conditions. 4.1.4 Shunter initiated call to Shunter (yard dispatcher) under emergency conditions. 4.1.5 Broadcast call Shunter (yard dispatcher) initiated one-way call (listen only) to Drivers in an area. 4.1.6 Conference call Shunter (yard dispatcher) initiated interactive call (listen and talk) to Drivers in an area. 4.1.7 Driver initiated interactive call (listen & talk) to Shunter (yard dispatcher) and Drivers in an area. 4.1.8 Standard call Network Control Officer initiated call to determine and advise operational status 4.1.9 Driver initiated call to Shunter (yard dispatcher) following contact with Driver inquiry or advice. 4.1.10 Shunter initiated call to Shunter (yard dispatcher). 4.1.12 Trackside Driver to track-side maintenance staff. 4.2 Text and Display 4.2.1 Caller ID Visual display for the identity of the calling party. 4.2.2 Text messaging Stabling Points. 4.3 Configuration 4.3.1 Shunter/Yard Console with portable Dispatcher 4.3.2 Shunter Hand portable 4.3.3 Press button hand model portable for Shunter. Page 14 26/09/05
4.4 Alternative Radio 4.4.1 Common open channel point to point on frequency accessible by Network Control Officers and Drivers. 4.5 Reliability & Testing 4.5.1 Reliability features Automatic self testing Page 15 26/09/05
5. Trackside Workers 5.1 Voice Communications 5.1.1 Emergency call Possession Protection Officer/ Protection Officer initiated call to Network Control Officer under emergency conditions 5.1.2 Possession Protection Officer/ Protection Officers and Team Leaders initiate call to Driver under emergency conditions 5.1.3 Broadcast call Network Control Officer to Possession Protection Officer/ Protection Officer and Team Leaders 5.1.4 Conference call Network Control Officer to Possession Protection Officer/ Protection Officer and Team Leaders 5.1.5 Inquiry call Possession Protection Officer /Protection Officer initiated call to determine operational status 5.1.6 Listening mode Possession Protection Officer /Protection Officer to monitor calls between Drivers and Network Control Officer 5.1.7 Workgroup conference call Possession Protection Officer /Protection Officer to Team Leaders 5.2 Text and Display 5.2.1 Caller ID Visual display for the identity of the calling party 5.2.2 Text messaging Workgroup locations. 5.3 Configuration 5.3.1 Protection Officer Portable 5.3.2 Team leader Portable Page 16 26/09/05
5.4 Alternative Radio 5.4.1 Common open channel point to point on frequency accessible by Network Control Officers and Drivers. 5.5 Reliability & Testing 5.5.1 Reliability features Automatic self-testing. Page 17 26/09/05
6 Incident Coordinator 6.1 General 6.1.1 General Incident Coordinators will be able to access the system normally through a hand portable which will have call functionality equivalent to an in-cab radio and additional functionality to set up or participate in group calls regardless of where other participants in the group call are located. Page 18 26/09/05