Telecom Engineering Manual with cover.pdf

I DELHI METRO RAIL CORPORATIO LIMITED TELECOMMUNICATIO MANUAL (VERSION-II) YEAR 2010  ,. Preface...

I DELHI METRO RAIL CORPORATIO LIMITED TELECOMMUNICATIO MANUAL (VERSION-II) YEAR 2010  ,. Preface Delhi Metro Rail Corporation Ltd is committed to provide Safety and Efficient Transportation System. The Telecommunication system acts as a major support system in all fields of operations, be it train running, depot operations, the simple communication in an office or transfer of complex digital data to various technical. systems. In this context, the need for adoption of standard practices for Telecommunication systems is of vital importance. Considerable experience has been gained in the installation, operations and maintenance of telecommunication assets since DMRC began its operations in 2002. This provisional Telecommunication Manual is result of efforts put in by Sh. R.C. Sharma, Retd. Additional Member, Railway Board and S&T Engineers of Delhi Metro Rail Corporations Ltd. This will serve as a useful guide and compendium of instructions to all officers and staff of. S&T Department to develop better know how of the prevalent system in respect of installation, maintenance and operations. The manual should be reviewed periodically to update with new knowledge and developments. ~~~--- /"1 (Raj Kumar).l Director Operations February 2010 an  Delhi Metro Rail Corporation TABLE OF CONTENT CHAPTER CHAPTER TITLE & SUB-TITLES PAGE NO. NO. 1 OVERVIEW OF TELECOMMUNICATION SYSTEMS IN DELHI METRO RAIL CORPORATION. 1.1 General. 1.1 1.2 Fibre Optic Transmission System (FOTS). 1.2 1.3 Telephone System. 1.3 1.4 Train Radio System. 1.3 1.5 Public Address System (PAS). 1.3 1.6 Passenger Information Display System (PIDS). 1.3 1.7 Closed Circuit Television System (CCTV). 1.4 1.8 Non-Power Supervisory Control and Data Acquisition 1.4 System (NP-SCADA). 1.9 Performance Requirements. 1.4 1.10 Man Machine Interface. 1.6 2 ORGANISATION OF S&T DEPARTMENT. 2.1 Organisation in Headquarters Office. 2.1 2.2 Organisation in Field for Operation & maintenance. 2.1 2.3 Technical Staff. 2.1 2.4 Staff under Supervisors. 2.2 2.5 Strength and Charges of Staff. 2.2 2.6 Designation and Code Initials. 2.3 3 FIBRE OPTICAL TRANSMISSION SYSTEM. 3.1 General. 3.1 3.2 Performance Requirements. 3.1 3.3 Optical Fibre Cable Backbone Network. 3.2 3.4 SDH Network. 3.3 3.5 Access Network. 3.3 3.6 Channel Interfaces. 3.4 3.7 FOTS Network Synchronisation. 3.4 3.8 Network Protection. 3.5 3.9 FOTS Management System. 3.5 3.10 Communication System Supervisor (CSS). 3.8 4 RADIO SYSTEM. 4.1 General. 4.1 4.2 Performance Requirements. 4.2 i  Delhi Metro Rail Corporation 4.3 Functional Requirements. 4.3 4.4 User Access. 4.5 4.5 System Call Types. 4.6 4.6 Radio Control Workstation. 4.9 4.7 Train Radio Operation. 4.11 4.8 Hand Portable User Radio Calls. 4.17 4.9 Station Radio Calls. 4.18 4.10 Depot Operation Radio Calls. 4.18 4.11 OCC / BCC Radio Calls. 4.19 4.12 Network Management System. 4.20 4.13 Design Requirements. 4.22 5 TELEPHONE SYSTEM. 5.1 General. 5.1 5.2 Performance Requirements. 5.2 5.3 EPABX Network. 5.3 5.4 Direct Line Communication System. 5.10 5.5 Centraliosed Digital Recording System. 5.12 5.6 Telephone Network Management System. 5.13 6 CLOCK SYSTEM. 6.1 General. 6.1 6.2 Master Clock System. 6.1 6.3 Slave Clocks. 6.2 6.4 Performance Requirements. 6.3 7 CLOSED CIRCUIT TELEVISION SYSTEM. 7.1 General. 7.1 7.2 Performance Requirements. 7.2 7.3 Functional Requirements. 7.3 7.4 CCTV Equipments. 7.6 8 PUBLIC ADDRESS SYSTEM. 8.1 General. 8.1 8.2 Performanc Requirements. 8.2 8.3 Functional Requirements. 8.3 8.4 PAS Management System. 8.7 8.5 Fault & Alarm Management. 8.7 8.6 Fault Diagnostics. 8.8 8.7 PAS Equipments. 8.9 9 PASSENGER INFORMATION DISPLAY SYSTEM. 9.1 General. 9.1 9.2 Performance Requirements. 9.1 ii  Delhi Metro Rail Corporation 9.3 Functional Requirements. 9.3 9.4 PIDS Display Boards. 9.8 9.5 Man Machine Interface. 9.9 9.6 PIDS Management System. 9.13 9.7 PIDS Equipments. 9.17 10 NP SCADA SYSTEM. 10.1 General. 10.1 10.2 Interface Equipments of NP-SCADA. 10.2 10.3 Performance Requirements. 10.6 10.4 Functional Requirements. 10.7 10.5 NP-SCADA Equipments. 10.8 10.6 Facilities at OCC / BCC. 10.10 10.7 Software. 10.11 10.8 MMI Requirements. 10.12 10.9 Event Logging Requirements. 10.19 10.10 Access Requirements. 10.20 10.11 Time Synchronisation. 10.20 11 FACILITIES IN DEPOTS. 11.1 General. 11.1 11.2 Telecommunication Facilities in Depots. 11.1 11.3 Telecommunication Facilities in Offices, Training Centre & 11.2 Laboratories. 11.4 Telecommunication Facilities with Traction Power 11.3 Controller in Electrical Sub-station. 11.5 Telecommunication Facilities with Track Fault 11.3 Management Controller. 12 LINE PLANT. 12.1 General. 12.1 12.2 Cable Laying. 12.1 12.3 Marshalling & Termination of Circuits. 12.4 12.4 Earthing. 12.6 12.5 Transient Protection. 12.8 13 POWER SUPPLY SYSTEM. 13.1 General. 13.1 13.2 Un-interrupted Power Supply System. 13.1 13.3 Battery Backup System. 13.3 13.4 Design Requirements. 13.4 14 INSTALLATION & COMMISSIONING OF WORKS. 14.1 General. 14.1 iii  Delhi Metro Rail Corporation 14.2 Installation Works. 14.1 14.3 Testing & Commissioning. 14.2 15 MAINTENANCE & INSPECTION. 15.1 General. 15.1 15.2 Maintenance Activities. 15.2 15.3 Duty List of Section Engineer. 15.4 15.4 Duty List of System Analyst. 15.6 15.5 Duty List of Mechanics. 15.7 15.6 Duty List of Signal & Telecommunication Engineer. 15.9 15.7 Duty List of CSS 15.9 15.8 Stores 15.11 15.9 Maintenance Schedules. 15.12 15.10 Inspections and Inspection Schedules. 15.14 15.11 Failure Rectification and Escalation Procedure. 15.15 15.12 Strategy for Repairs. 15.16 15.13 Strategy for Spares. 15.17 APPENDICES. A.1 Abbreviations. A1.1 iv  Delhi Metro Railway Corporation 1. OVERVIEW OF TELECOMMUNICATION SYSTEMS IN DMRC This manual is applicable for the communication systems provided on all the lines (Standard gauge, broad gauge etc) of Delhi Metro Rail System. 1.1 GENERAL: 1.1.1 For efficient Railway Management and Operations, it is essential to have a well organised Telecommunication Network covering strategic locations like OCC , Stations, Rolling Stock Depots and Maintenance Depots. It is also equally essential to have reliable links between strategic locations, moving Trains and Staff working along the Railway Track. 1.1.2 The Telecommunication System shall provide all necessary communication channels / links for carrying Voice, Data and Video Signals for Management Control and Operations, irrespective of the Track Gauge. The underground portion of the network is referred as Metro Corridor and the elevated portion as the Rail Corridor. 1.1.3 The Backbone Transmission Network shall be built of Fibre Optic Transmission System (FOTS) and shall be of high Quality, shall have high Reliability, Availability, Serviceability and Expandability. 1.1.4 Telephone Sub-system shall comprise of Telephone Exchanges installed at Stations, OCC, Rolling Stock & Maintenance Depots, DMRC Headquarter Office and other strategic locations within DMRTS. These will be interlinked together with the Channels drawn from the Backbone Network of FOTS to facilitate direct dialing from one location in DMRTS to the other. 1.1.5 System for Control and Supervision of Trains shall be of Direct Telephone Line (DTL) type and shall constitute a non-Blocking and Vital communication link. 1.1.6 Links between OCC, Strategic locations, Staff working along the Railway Track and moving Trains shall be part of a Train Radio System. The Train Radio shall also be used for Depot Operations. 1.1.7 In the Stations and Depots, a Public Address System (PAS) shall be provided for making announcements to Passengers regarding Train Arrival / Departure and shall work as the primary means of communication with Passengers and Staff during emergencies. In the normal case, Audio broadcast shall be made at Stations from the Station Control Room (SCR) and in a Train by the Driver. It shall, however, be also possible for the OCC to make direct announcements to any Station, Group of Stations or all Stations and to Passengers in the selected moving Trains. 1.1  Delhi Metro Railway Corporation 1.1.8 The Passenger Information Display System (PIDS) shall be the primary means of visual communications with Passengers at Station Concourses and Platforms for the notification of scheduled Train Arrivals / Departures and for operational, normal and emergency including evacuation message displays to Passengers. In the normal case, PIDS at Stations shall be accessed from the Station Control Room (SCR). It shall, however, be also possible for the OCC to directly access and control the dispatch of messages, via PIDS, to any Station, Group of Stations or all Stations. 1.1.9 At all the Stations entraining and detraining at Platforms shall be secured by using Closed Circuit Television (CCTV) System. A CCTV Surveillance System shall be built for supervising strategic locations like AFC Gates, Ticketing Offices, Escalators and Platform operational area to ensure safe Operation of the Metro. This system shall be supervised mainly from Station Control Room but the Video Signals shall also be transmitted to the OCC from the Stations for remote Supervision there from. 1.1.10 Master Clock System shall be provided to distribute Time Signal to all the Clocks at Stations and Depots, OCC and at other important locations in DMRTS. 1.2 FIBRE OPTIC TRANSMISSION SYSTEM (FOTS): 1.2.1 FOTS shall provide a common Transmission Backbone for all the Telecommunication Sub-systems and shall have sufficient Transmission Bandwidth to cater for current operational needs of the Metro and Rail Corridors as well as for future system expansion. 1.2.2 FOTS shall be equipped with a Network Management System (NMS) to provide Status Monitoring, Configuration, Analysis and Control of the various Network Elements. 1.2.3 Master Clock System shall be part of FOTS and shall be equipped to provide the Master Clock sources for Network Synchronisation and reference timing Signal distribution for other Sub-systems, designated Systems and all Slave Clocks at Stations, Depots, OCC and other important locations in DMRTS. 1.2  Delhi Metro Railway Corporation 1.3 TELEPHONE SYSTEM: 1.3.1 Telephone System shall provide a Digital EPBAX based fixed Telephone Network. It shall also encompass a Direct Line Telephone Communication System to provide Direct Telephone lines for Train Operation, Traction Power Supply Control and Maintenance Telephone lines for Track, Rolling Stock, Signalling and Telecommunication. The Telephone System shall ensure instant and un-interruptible communication between key locations of the DMRTS. 1.3.2 EPABX Network and Direct Line Telephone Communication System shall be equipped with a common Network Management System to provide user Data Management, Alarm Monitoring, Performance Monitoring and System Administration functions. 1.3.3 The Telephone System shall also provide Emergency Telephones from the Direct Line Telephone System at fixed locations, close to the cross passages along the Tunnels / Guide ways. The Network of Telephones shall be accessible from SCR / OCC /. 1.4 TRAIN RADIO SYSTEM: 1.4.1 The Train Radio System shall comprise the following main functional elements: (i) Train Radio to OCC / and vice-versa. (ii) Hand Portable Phone to OCC / and vice-versa. (iii) Hand Portable Phone to DCC and vice-versa. (iv) Hand Portable Phone to Hand Portable Phone. (v) SCR to OCC / and Hand Portable Phone / Train Mobiles and vice-versa. (vi) Distress Call between the Train-borne Mobile and Hand Portable Phone as well as between Hand Portable Phones. 1.5 PUBLIC ADDRESS SYSTEM (PAS): 1.5.1 The Public Address System (PAS) shall enable broadcasting of voice messages to Passengers / Staff in all Stations, Depots and OCC / and DMRTS Headquarter. It shall also be used for emergency evacuation broadcast in case of emergencies. 1.5.2 The PAS Announcements shall be coordinated automatically with PIDS for Real Time Passenger Audio Broadcasts and Visual information for Train Arrival / Departure. 1.6 PASSENGER INFORMATION DISPLAY SYSTEM (PIDS): 1.6.1 PIDS will be triggered by TC&S System and shall automatically provide real time visual Information about Train Arrival / Departure throughout the Station. PIDS shall enable the Operator in SCR / OCC to display routine and special emergency messages for Passengers and Staff in Stations and in Concourse at intermediate and end terminal Stations and interchange Stations. 1.3  Delhi Metro Railway Corporation 1.6.2 The PIDS Displays shall be coordinated automatically with PAS for Real Time Passenger Audio Broadcasts and Visual information for Train Arrival / Departure. 1.6.3 The PIDS and PAS shall respond to special Train running interrupt messages from the Train Control & Signalling System (TC&S). 1.7 CLOSED CIRCUIT TELEVISION SYSTEM (CCTV): 1.7.1 CCTV System shall be provided for Real Time, colour visual Surveillance through colour display of all public and selected areas of Stations throughout the Metro Corridor. It shall be supervised locally from the Station Control Rooms and remotely from the OCC. 1.7.2 CCTV System shall also cover all Platforms on the Metro Corridor to provide Train Drivers with a clear, un-obstructed view of the entire length of the Train from the driving Cab. The System shall also cater for reverse running of the Trains in the event of Single Line working. 1.8 NON-POWER SUPERVISORY CONTROL AND DATA ACQUISITION SYSTEM (NPSCADA): 1.8.1 The NP-SCADA, besides monitoring of the functioning of various Equipments and Sub-systems, shall also provide relevant data / information to enable the Maintenance Staff to assess the need for unscheduled Preventive Maintenance based on the degradation of normal operating parameters. 1.8.2 Interface equipment locations of NP-SCADA System, for reasons of monitoring, shall be distributed into various areas throughout the Metro and Rail Corridors including Station Equipment Rooms / Locations, Station Control Rooms, OCC / Equipment Rooms, OCC / Operation Theatre and other OCC / Rooms. 1.8.3 Sensors for Seismic Activity detection shall be installed at one suitable location on the Metro / Rail Corridor System with Interface Terminals provided in the concerning Station TER. 1.8.4 Sensors for activating Intrusion Alarm shall be located at strategic locations within the Station and a Control Panel provided within the SCR. 1.9 PERFORMANCE REQUIREMENTS: 1.9.1 Reliability Requirements: (i) System shall facilitate normal Train and Station operation, Management of possible incidents and abnormal operations as well as of emergencies. (ii) System shall, to the extent possible, have no credible failure mode, which will directly cause an interruption or delay in the Train services. 1.4  Delhi Metro Railway Corporation (iii) Error Detection and Correction mechanism shall be included in the communication links as appropriate depending on the nature and functional criticality of the data conveyed. (iv) The Design of the Equipments and System shall be such so as to: (a) Minimise the need for frequent Preventive Maintenance. (b) Prevent failures or breakdown due to invalid or incorrect inputs. (c) Ensure operation without degradation in quality, performance or loss of function in the electromagnetic environment prevalent in a standard Mass Rapid Transit Railway System (MRTS). (d) Minimise the risk of fire. (e) Minimise the build-up of Static, as well as the effects of Static discharge during maintenance. (v) Electromagnetic Compatibility (EMC): (a) System shall be adequately protected against Electrostatic Interference (ESI) and Electromagnetic Interference (EMI) among the Systems of Metro Corridor and Rail Corridor and in this respect shall conform to relevant International Immunity Standards. The EMC Severity levels for Industrial Equipment shall apply. (b) System shall be designed to be immune to the radiated interference from various Transmitters which are likely to be installed near the sensors, cables and other equipments. (c) The design of Software also shall take into consideration that with the Interference injected into the System, it is possible to produce an abnormal condition. 1.9.2 Availability Requirements: (b) Minimum Availability figures for the various subsystems shall be as under: S. No. Subsystem Availabilty Requirements 1.5  Delhi Metro Railway Corporation 1. FOTS > 99.995% 2. Telephone System – Emergency > 99.995% Telephone services. 3. Telephone System – Other than > 99.99% Emergency Telephone services. 4. Train Radio System > 99.95% 5. PAS > 99.99% 6. PIDS > 99.95% 7. CCTV > 99.95% 8. Master Clock System > 99.995% (ii) Equipment duplication, hot-standby protection, parallel-run, path diversity etc. shall be adopted, wherever necessary and appropriate to meet the required availability. (iii) Switchover between redundant equipment, or between redundant routings, shall occur automatically and immediately upon failure and shall be transparent to the users. Toggling in switchovers shall be prevented. (iv) All Telecommunication equipment shall be designed for operation in the temperatures of (-) 200 C to (+) 550 C. 1.9.3 Maintainability Requirements: (i) The MTTR figures for restoring the operation of the System from fault condition shall not be more than 4 Hours (all inclusive). (ii) System shall have a minimum of 15 Years of service life operating continuously. The life of all cables including leaky Coaxial cables, Telephone cables and Optical Fibre cables shall not be lower than 25 Years. 1.9.4 Serviceability Requirements: (i) The design of all Subsystems and the System shall be modular and suitably structured. (ii) All plug-in modules shall permit hot Swapping. 1.10 MAN MACHINE INTERFACE (MMI): (i) All Man-Machine Interfaces shall be designed taking in to consideration the risk of Repetitive Strain Injury, Eye strain and Radiation induced illness to Staff operating such Interfaces. (ii) All Man-Machine Interfaces (MMI) for the Staff to operate, control, monitor and maintain the System shall be user friendly, be of consistent design and shall adopt similar convention across all the subsystems. 1.6 Delhi Metro Railway Corporation ******* 1.7  Delhi Metro Railway Corporation 2. ORGANISATION OF SIGNAL & TELECOMMUNICATION DEPARTMENT 2.1 ORGANISATION 2.1.1 The Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and Telecommunication Engineers (CSTE): He is the Administrative Head of the Signal & Telecommunication Department and is responsible to the concerned Director and the Managing Director for effective and efficient functioning of the Department. 2.1.2 Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and Telecommunication Engineers (CSTE), shall be assisted in their work by a team of Officers which may consist of Deputy Chief Signal & Telecommunication Engineers, Deputy General Managers, and other Officers for the Upkeep and Maintenance of Signal and Telecommunication equipments. 2.1.3 He shall lay down the Duties and Responsibilities of each of the Officers of Headquarters Organisation. 2.1.4 Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and Telecommunication Engineers (CSTE) shall be the overall in charge of S&T Cadre in DMRC. 2.1.5 Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and Telecommunication Engineers (CSTE) shall be assisted in his work by a team of Officers which may consist of one or more Deputy General Managers (S&T), Divisional Signal & Telecommunication Engineers (DSTEs) and Assistant Signal & Telecommunication Engineers (ASTEs). 2.2 TECHNICAL STAFF: 2.2.1 The first level of Maintenance on the section shall be with Section Engineers / Junior Engineers who shall be responsible for day-to-day monitoring and ensuring normal working of all communication Sub-systems in their respective sections. Section Engineers shall take up immediate Corrective Maintenance Works on the communication Sub-systems installed in their sections, as and when required. Section Engineers shall be assisted in their work by one or more Junior Engineers. 2.2.2 Section Engineers /Junior Engineers / Senior System Analysts shall be assisted by the Electronics Mechanics (EM), Semi-skilled Electronics Mechanics (SSEM), Fitters and Master Crafts Man (MCM), whose strength shall be fixed in accordance with the density of the Work and other local conditions. 2.2.3 Senior System Analysts/System Analysts shall be responsible for Analysis in to the Software Bugs, as and when reported. They shall be also responsible for periodically updating the Software and maintaining Back-ups. 2.2.4 Maintenance and Breakdown Gangs comprising of Electronics Mechanics (EM), Fitters and Master Crafts Man (MCM) shall be provided with Junior 2.1  Delhi Metro Railway Corporation Engineers/System Analysts for attending to the works pertaining to Day-to-Day Maintenance activities. 2.2.5 Section Engineers / Senior System Analysts shall also be responsible for execution of all Works involving alterations to existing Installations and Installation & Commissioning of new equipments, as and when required. 2.2.6 There shall be a Communication System Supervisor (CSS), located at Operations Control Centre (OCC), for coordinating with Traffic Controller on one hand and communication Corrective & Preventive Maintenance Staff on the other hand. He shall also be responsible for monitoring the functioning of Telecommunication Systems and ensuring that Maintenance activities are being carried out as per schedules in vogue. He shall also be entrusted with the task of arranging Maintenance Blocks for Corrective / Preventive Maintenance. 2.2.7 Section Engineers / Junior Engineers / Senior System Analysts shall report to their respective ASTE (Sig.) and DSTE (Sig.). 2.3 REPAIR LABORATORIES: 2.3.1 Repair Laboratories shall be set up in Depots or any other convenient Locations to undertake minor & major repairs to Line Side Replaceable Units (LRUs), Sub- systems and other equipment taken out from the Site. 2.3.2 Repaired and Spare Cards / Parts / Components / Sub-systems shall be housed in Store Shed / Stations. 2.3.3 Repair Laboratories shall be headed by one or more SSEs / SEs, depending upon the Workload and complexity of the Work to be carried out in the Labs. 2.4 STRENGTH AND CHARGES OF STAFF: 2.4.1 The Strength and Charges of Supervisory, Maintenance and Support Staff as also the Maintenance and Breakdown Gangs shall be in accordance with a workload assessed with due consideration to Standard of the communication Systems provided, Types of Installations, Density of Train Traffic and general importance of the section. This shall also provide for Staff Provisions in respect of Leave Reserves and Rest Givers. **** 2.2  Delhi Metro Rail Corporation 3. FIBRE OPTICAL TRANSMISSION SYSTEM 3.1 GENERAL: 3.1.1 FOTS shall provide a common Transmission Backbone Network of Voice, Data and Video Signals between all Stations, OCC, Depots and DMRTS Headquarters. with sufficient transmission Bandwidth to cater for DMRC operational needs of the Metro and Rail Corridors as well as of the future system expansion. 3.1.2 FOTS shall be a Synchronous Digital Hierarchy (SDH) Fibre Optic Transmission Network based on Open Standards and fully conforming to the ITU Recommendations. Mode of transmission shall include the following: (i) Point-to-Point. (ii) Point-to-multi Point. (iii) Drop-and-Insert. (iv) Cross-connect. (v) Any other modes required for the implementation of the Sub- systems. 3.1.3 The FOTS equipment shall operate satisfactorily at 48 V +/- 20% DC. The equipment shall be capable of withstanding voltage spikes of up to 3 Volts over the maximum voltage. 3.1.4 Communication Channels shall be required for the Telephone subsystem, Control and Supervision of Trains from the OCC & Traction Power Control (TPC), AFC subsystem and other admin / data communication needs of the DMRTS. 3.1.5 The equipment design of FOTS shall be of standard rack with plug-in units. Hot swapping of the plug-in units shall not affect the equipment operation. 3.1.6 The equipment shall be equipped with protected test points for measurement and performance monitoring without affecting the traffic. Test access facilities shall be provided at different transmission levels. 3.2 PERFORMANCE REQUIREMENTS: 3.2.1 Reliability Requirements: FOTS equipment shall comply with the following Reliability figures: FOTS Equipment MTBF (Hours) SDH Node Equipment > 200,000 Hrs. Access Multiplexers > 50,000 Hrs. Work Station > 50,000 Hrs. Master Clock > 50,000 Hrs. Sub-master Clock > 50,000 Hrs. GPS Receiver > 50,000 Hrs. UPS and Battery Backup System > 50,000 Hrs. 3.1  Delhi Metro Rail Corporation 3.2.2 Availability Requirements: Availability of FOTS equipment at circuit and Sub- system level shall be as under: FOTS Equipment Availability (%) Any circuit at 2 Mbps or higher level Better than 99.999% Any circuit below 2 Mbps level Better than 99.995% Master Clock Equipment & Communication Better than 99.99% System Supervisor Network Management System (NMS) Better than 99.5% 3.2.3 Maintainability Requirements: (i) Mean Time to Restore (MTTR) of FOTS or its Sub-systems shall be less than 4 Hours (all inclusive). (ii) Service Life: (a) FOTS & Master Clock System: 15 Years. (b) Communication System Supervisor: 15 Years. (c) UPS except VRLA Cell Blocks: 15 Years. (d) VRLA Cell Blocks: 10 Years. (e) All types of Cables: 25 Years. 3.2.4 Maximum Traffic Interruption Time under Failure Conditions: The maximum traffic interruption time on any circuit due to Link, Node or any other Failure shall be less than 50 m sec. This shall include the time duration for protection switching completion in accordance with the sequence of events below: (i) From the onset of a failure detection to the completion of protection switching. (ii) From the clearing of a failure to the completion of protection switching restoration in case of revertive switching. (iii) From the activation of the restoration command to the completion of protection switching restoration in case of non-revertive switching. (iv) Reframing time required by SDH Equipment, Multiplexers, Optical Line Terminal and Data Modems. 3.3 OPTICAL FIBRE CABLE BACKBONE NETWORK: 3.3.1 Optical Fibre Cable Backbone Network shall be formed by two Mono Mode Optical Fibre Cables having a minimum Fibre count of 24, one laid along the Up Track and the other along the Down Track, both for Metro and Rail Corridors. The Normal and Protected Routes shall be routed through different Optical Fibre Cables with Path Diversity. 3.2  Delhi Metro Rail Corporation 3.3.2 The Optical Fibre Cables within Station shall also be laid along different Routes with maximum Route Diversity. 3.4 SDH NETWORK: 3.4.1 SDH Nodes shall consist of STM Multiplexers with Optical Line Terminals connected to Optical Fibre Cable Backbone network to form the SDH Network of the FOTS. The SDH Network shall provide Dual and Self-healing protected transmission paths. 3.4.2 Protection Switching Mechanisms shall be provided for the tributaries of the SDH Node. 3.4.3 The Cross-connect type SDH Node shall support Cross-connect functions for Signals at least at STM-1, E1 and 64 Kbps levels. 3.4.4 Each SDH Node shall be equipped with (1+1) redundant configuration at Optical and Electrical level including Power supply, minimum STM-1 level, switching modules and Mux Channelling up to Channel level card. 3.5 ACCESS NETWORK: 3.5.1 Each SDH Node shall be capable of providing direct access of tributary Signals including the following: (i) STM Optical and Electrical Signals of same or lower levels. (ii) 2 Mbps or E1 tributaries. (iii) Any other tributary of data rate between E1 & STM-1, as required. 3.5.2 Primary Order Multiplexer (PDMUX) (Access Multiplexer) shall be provided to connect to the 2 Mbps tributaries of the SDH Node for direct access of Channel circuits with data rate lower than 2 Mbps. 3.5.3 Primary Order Multiplexer (PDMUX) shall multiplex 30 Analogue and / or Data Channels to 2048 Kbps CCITT compatible digital stream on send side and on receive side it shall de-multiplex CCITT compatible 2048 Kbps digital stream to 30 Analogue / Data Channels. 3.5.4 Primary Order Multiplexer (PDMUX) shall have at least two 2048 Kbps Ports (P1 & P2) each for send and receive side. It shall be possible to drop / insert any channel to P1 / P2 port or make a time slot through P1 port to P2 port and vice- versa. 3.5.5 Channel circuits below 2 Mbps level shall be divided among the PDMUXes for providing maximum diversity. 3.5.6 The Primary Multiplexer shall be provided with 1+1 protection for all Channel levels (VF, Data etc.) with automatic switchover in case of fault. 3.3  Delhi Metro Rail Corporation 3.5.7 All the Channel circuits, including spare circuits, shall be terminated at the Main Distribution Frame (MDF) and the Digital Distribution Frame (DDF) as appropriate for direct access. 3.6 CHANNEL INTERFACES: 3.6.1 The Voice Interface shall be Pulse Code Modulated (PCM). 3.6.2 The Voice Interfaces shall include: (i) Voice Interface with the selection of 2 W or 4 W E & M Signalling. (ii) Voice Interface with Microphone current feeding, Subscriber Loop Signalling, On Hook / Off Hook detection, Ring trip and Ringing current provision. (iii) ADPCM Equipment, either part of FOTS or the PAS Subsystem, for carrying 7 KHz. Bandwidth near music quality Voice Channel through 64 Kbps Channel. (iv) Any other Voice Interface required by other Sub-systems. 3.6.3 The Data Interfaces shall support both Synchronous and Asynchronous data communication and permit operation as both Data Terminal Equipment (DTE) and Data Communication equipment (DCE). 3.6.4 The Data Interfaces shall include: (i) 0-19.2 Kbps Synchronous / Asynchronous Data Interfaces. (ii) 64 Kbps Synchronous Data Interfaces. (iii) nx64 Kbps Synchronous Data Interfaces. (iv) ISDN Basic Rate Interface with 2B + D Channels. (v) Primary Rate Interface at 2.048 Mbps (30B + D). (vi) Any other Data Interfaces required by other Sub-systems. 3.7 FOTS NETWORK SYNCHRONISATION: 3.7.1 FOTS Synchronisation shall adopt Master and Slave Synchronisation method. 3.7.2 SDH Equipment shall derive the synchronisation timing Signal from the following in order of priority: (i) Master Clock Equipment. (ii) An Internal Clock of the SDH Equipment. (iii) Incoming STM Signal. 3.4  Delhi Metro Rail Corporation (iv) Incoming 2 Mbps Signal. The SDH Equipment shall switch automatically to another timing reference, if the selected timing reference is lost, under the criteria stipulated in ITU-TG.783. 3.7.3 Manual switchover to a specific synchronisation source irrespective of priority in synchronisation source selection shall be provided and with password protection. Manual switchover to a failed synchronisation source shall be prevented by the Equipment. 3.7.4 Automatic re-configuration of a synchronisation source shall not cause any interruptions or generation of errors into the Signals being transmitted by the FOTS. 3.8 NETWORK PROTECTION: 3.8.1 The FOTS shall be provided with path protection with self-healing rings or equivalent, multiples section protection and sub-network connection protection functions, as applicable. Protection on Signal transmissions shall be provided for Signals at STM level as well as lower order including VC-4, VC-3, VC-2 and VC- 1 levels. 3.8.2 No single failure shall affect the availability of FOTS and its Interfaces. 3.8.3 FOTS shall remain in operation and automatically reconfigure, if necessary, without the need for control by the FOTS Management System, under the fault conditions. 3.8.4 Failure of a single SDH Node shall not affect the operation of the remaining SDH Nodes in the Network. Fault in any single Fibre Cable section shall not affect the operation of any SDH Node. 3.8.5 Signal transmission shall be protected on a per path basis. 3.8.6 Normal and protected routes shall be routed through different Fibre Cables with path diversity. 3.8.7 Automatic path protection switching shall occur upon detection of failure or alarm conditions which will affect the quality of Signal transmission. The protection shall be completed within 50 m sec. 3.8.8 Manual protection switching shall be initiated by a ‘Switch Command’ from the FOTS Management System. 3.9 FOTS MANAGEMENT SYSTEM: 3.9.1 A FOTS Management System shall be provided for centralised and remote control & monitoring of the FOTS including SDH Equipment, Primary Order Multiplexers and Optical Line Terminals etc. 3.5  Delhi Metro Rail Corporation 3.9.2 FOTS Management System shall have an internal clock synchronised to the Master Clock for the time and date information. The internal Clock shall allow free running in case of loss of Signal from Master Clock. 3.9.3 The operational status and performance of all the network elements shall be monitored on a real time basis by the FOTS Management System. The status monitoring shall be down to the card level as a minimum. 3.9.4 The Network elements shall have alarm logging facilities so that a detailed history of the failure alarms can be retrieved either locally using the Portable Service Terminal or remotely by the FOTS Management System. Alarms to be collected from Network elements shall include the following: (i) Input failure. (ii) Loss of frame adjustment. (iii) High error rate alarm. (iv) Loss of pointer. (v) Loss of synchronisation. (vi) Out of frame alignment. (vii) Alarm indication. (viii) High / Low Optical Power. (ix) High Laser bias. (x) Tributary unit failure. (xi) External synchronisation failure. (xii) Power unit failure. (xiii) Mains power failure. (xiv) Any card / Module failure. All alarms generated by the System shall be self sustained until cleared. 3.9.5 Failure Alarms shall be classified into user configurable major / minor alarms. All alarms and status changes shall be stored in local storage of network elements, stored in mass storage device at OCC and output to the printer, on demand. All alarms and status changes shall be stamped with time and date within an accuracy of 1 second. 3.9.6 Each alarm log shall include details on the type and nature of the fault, alarm category, fault location, date & time the fault is detected and date & time the fault is cleared. 3.9.7 An audible alarm shall be given at the management workstation and shall be reset by the maintenance staff on acknowledgement. 3.9.8 A local alarm indication for the network element shall be given and shall be reset automatically when the alarm is cleared. 3.9.9 A summary alarm shall be provided at the Rack top to indicate the alarm status of any element within the Rack. Summary alarm shall be reset automatically when the alarm is cleared. 3.6  Delhi Metro Rail Corporation 3.9.10 The FOTS Management System shall provide function for user to enable and disable output of alarm events to the log printer. 3.9.11 The FOTS Management System shall calculate, display and provide print-out of the performance statistics for the FOTS. In-service performance monitoring for all network elements shall include the following: (i) Laser Bias current. (ii) Optical Power transmitted. (iii) Optical Power received. (iv) Degraded duration in minutes. (v) Severely error seconds. (vi) Protection switching counts. (vii) Protection switching duration. (viii) Error seconds of the received E1 and above Signals and Signal level of the received E1 and above Signals. (ix) Error free seconds of the received E1 and above Signals. (x) Bit Error Rate of the received E1 and above Signals. 3.9.12 Loss of power shall not cause any corruption or loss of data in the Network elements and the Management system. 3.9.13 The In-service performance Data files shall be able to be transferred to disk or any other storage media. The Data files shall be in format to allow analysis using commercially available Softwares. 3.9.14 The FOTS Management System shall allow the user to configure all existing and new circuits with the following functions: (i) Frame position allocation. (ii) Interface Port allocation. (iii) Low speed (64 Kbps & Lower) Interface Card configuration. (iv) Lower order multiplex time slot allocation and routing. (v) Higher order multiplex / cross-connect switch configuration. (vi) Logging of circuit routing data logged into configuration database. (vii) Operator’s configuration checks function prior to main and backup database update. 3.9.15 The FOTS Management System functions shall be performed via an user-friendly Graphical User Interface (GUI) in real-time mode. 3.9.16 Performance Requirements: The System Response Times of the FOTS Management system shall be as under: (i) Commands presented to FOTS Management System from FOTS Management Workstation shall be processed to produce an appropriate output within 2 seconds maximum. 3.7  Delhi Metro Rail Corporation (ii) Real-time data presented to the FOTS Management Workstation from the network elements shall be processed to produce the appropriate output within 2 seconds maximum. (iii) Execution of parameter changes to SDH Nodes initiated from the FOTS Management System shall be less than 2 seconds. 3.10 COMMUNICATION SYSTEM SUPERVISOR (CSS): 3.10.1 Communication System Supervisor (CSS) shall be provided at OCC to perform the alarm and status monitoring. Systems to be monitored through volt free contacts or exchange Protocols as applicable shall include the following: (i) Master Clock System. (ii) CCTV System. (iii) PA System. (iv) AFC System. (v) Power supply System. (vi) Telecommunication Equipment Rooms. (vii) Management Systems for FOTS, Telephone System, Train Radio, PIDS and PAS. (viii) NP-SCADA System for ECS, Tunnel ventilation, Lifts & Escalators, LV Circuits, Rail Temperature, Seismic Activity and Intrusion etc. 3.10.2 CSS functions shall be performed via an user friendly Graphical User Interface (GUI) in real-time mode. 3.10.3 The CSS shall have an internal clock synchronised to the Master Clock for the time and date information. The internal clock shall allow free running in case of loss of Signal from the Master Clock. On restoration of the Master Clock, the internal clock of the CSS should synchronise back to the Master Clock Signal. 3.10.4 Protection and alternative routes shall be provided for the CSS traffic in case of faults in the FOTS. 3.10.5 In the event of failure of FOTS, the Remote Terminal Unit (RTU) of the CSS shall continue to function as an autonomous system, maintaining a local data base and all the Station facilities needed to operate the Station. 3.10.6 Out Stations shall be provided within the equipment room to interface to the other equipment located there that requires connection to the CSS. Out Stations shall be intelligent, capable of accommodating input / output Signals of digital / analog / pulse type shall be fully autonomous in operation and modular in construction. It shall have self diagnostic features to enable testing in a stand alone mode. 3.10.7 CSS equipment shall operate satisfactorily in the very high ‘Electrical Noise’ environment expected in DMRTS. Equipment shall be immune to the effects of conducted and radiated electrical interferences. 3.8  Delhi Metro Rail Corporation 3.10.8 It shall be possible to disable an Out Station locally or from the Workstation for servicing or re-configuring without affecting other Stations. 3.10.9 Out Stations shall be capable of following functions and facilities: (i) Alarm handling from discrete inputs and derived parameters. (ii) At least two alarm levels for both positive and negative excursions of all analog signals, with adjustable dead band. (iii) Combining of digital inputs using Boolean functions to give conditional outputs. 3.10.10 Performance Requirements: Speed of response to operator requests from the Workstation, under conditions of maximum activity, shall not exceed: (i) Display Page selection response time (Background): 1 Second. (ii) Display of current data in database (Foreground): 1.5 Seconds. (iii) Command response time: 3 Seconds. (iv) Display of high sped alarms after occurrence: 3 Seconds. (v) Display of normal alarms: 5 Seconds. (vi) Display of normal events after occurrence: 10 Seconds. ******* 3.9  Delhi Metro Rail Corporation 4. TRAIN RADIO SYSTEM 4.1 GENERAL: 4.1.1 Radio System shall have Central Control Equipment at OCC for System-wide Control and Monitoring. It System shall comprise of following Sub-Systems: (i) Central Switching Equipment. (ii) Base Stations. (iii) Cab Equipment – the Train Radio. (iv) Antenna Network. (v) User Access Interface. (vi) Hand Portable Radios. 4.1.2 The Central Switching Equipment shall be installed in OCC and shall be designed to be highly reliable, fault-tolerant and capable of supporting non-stop call processing functions. Hot Stand-by shall be provided for the Central Switching Equipment with automatic change-over in the event of a failure of the working unit. This change-over shall occur without interruption to the call processing and shall be transparent to users. 4.1.2.1 Switching Controller shall also provide Interfaces to control the Gateways to other types of Networks such as LAN, PSTN and EPABX etc. 4.1.3 Radio Base Stations shall be installed at selected locations to relay communications between all the Radios in the Radio System. Base Stations shall have fully redundant Control Modules in hot-standby mode of operation. Control Modules shall interface with FOTS to transmit captured Audio and Data Signals to the Central Control Equipment at OCC. Control Module shall also initiate the Local Trunking Mode automatically upon detection of the loss of communication link between Central Equipment and Local Equipment or in the event of detection of failure of fault tolerant Central Equipment. 4.1.4 Radio System in the Metro Corridor shall have a Leaky Coaxial Cable (LCX) along each Track in the Tunnels for communication with Train-borne Mobile Radio and Hand-portables. Radio System in the Rail Corridor and in general at- grade Metro Corridor shall have Tower mounted Antennae for wide area coverage and LCX within the Stations, where necessary. 4.1.6 User Access Interface shall facilitate ease of operation. Interface with Controllers at OCC / DCC shall be menu driven and make use of feature rich GUI. 4.1.7 The Radio System shall support both the Cab mounted Train Radio and Hand Portable Radio for System operations, Maintenance and Security functions through out the DMRTS operating area including Depots and upto 250 m radius of the outdoor of DMRTS Hqrs. 4.1.8 Radio System shall be a Digital Trunked Radio System operating in the 380 - 400 MHz. Frequency Band conforming to TETRA Standards, as defined by ETSI. It shall support both Voice and Data communications. The bit rate shall be 7.2 4.1  Delhi Metro Rail Corporation Kbps per time slot for data communication as a minimum. The Channel Access Method shall be TDMA. 4.1.9 All Radio communications shall be continuously recorded in a Digital Voice Recorder. 4.1.10 The Radio System shall interface with following Sub-systems of DMRTS: (i) Interface with FOTS: The Base stations of Radio System shall interface with the FOTS to convey Audio and Data Signals between Base Stations and Central Equipment. (ii) Interface with Telephone System: The Radio System shall interface with the Telephone System to permit selected Hand Portable Radios to initiate Radio-to-Telephone calls and vice- versa without the intervention of OCC. (iii) Interface with the Public Address System: The Radio System shall provide an interface to allow selected Hand Portables Radio access to nay of the pre-defined PAS Zone combinations at each Station as selected by the Radio user via the alpha-numeric Keypad. (iv) Interface with Signalling and Train Control System: The Radio System shall interface with Signalling Equipment: (a) To enable it to report the Alarm and status of the Train borne Signalling Equipment to the OCC. (b) For dynamic registration of Train Identification Number (TID) using the information provided by the ATS System. 4.2 PERFORMANCE REQUIREMENTS: 4.2.1 Reliability Requirements: MTBF of constituent Sub-systems of the Radio System shall be as under: Equipment MTBF (Hours) Central Control Equipment. > 50,000. Base Station. > 40,000. Radio Control Panel. > 50,000. Mobile Radio Equipment in Train. > 30,000. Radio Control Head. > 30,000. Hand Portable Radio. > 30,000. Network Management System. > 40,000. 4.2.2 Availability Requirements: 4.2  Delhi Metro Rail Corporation (i) Radio System shall have an overall availability of better than 99.99%. (ii) The availability of the Radio Management System shall be better than 99.95%. (iii) The availability of the Radio System Interface with Telephone System, FOTS, PAS and TC&S shall be better than 99.95%. 4.2.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the Radio System to full normal operation following a failure shall be less than Four (4) Hours, all inclusive. 4.2.4 The Service life of the Radio System shall not be less than 15 years. 4.3 FUNCTIONAL REQUIREMENTS: 4.3.1 The major functional requirements of the Train Radio System for DMRTS shall be: (i) Instant communication between the Traffic Controller / Chief Controller and other designated Controllers in OCC and the Train Driver / Conductor for operations. (ii) Instant communication between designated Controllers and the Maintenance / Security Staff working along the Track and at Stations. (iii) Instant emergency communication. (iv) Communication between Maintenance and Operating Staff within the Depot area and the Depot Controller. (v) Data communications for Text Messages and other control and management functions. 4.3.2 Important Features of the System: (i) User validation: When a user attempts to gain an entry into the system, its Radio Identity Number (RIN) shall be verified and validated prior to permitting access to the Radio System. (ii) Channel Access Time: The Average Channel Access Time, defined as the elapsed time from the Push-to-talk (PTT) operation to the time when the originator receives the transmit prompt tone, shall not be greater than 300 ms at 5% BER, subject to the availability of a voice channel. (iii) Re-tries: If the access is not granted on the first attempt, all Radios shall automatically re-send the call request without the user intervention. Number of re-tries available and the duration 4.3  Delhi Metro Rail Corporation during which this occurs shall be configurable from the Central Control. (iv) Multi-party Voice Calls: The System shall support multi-party voice communications between upto 6 different parties. The call shall be half-duplex and shall be authorised by the RCW. (v) Call Queuing and Call Back: When all voice channels have been assigned and the Radio system is fully loaded, new calls requested shall be queued according to its pre-assigned priorities until a voice channel becomes available. Equal priority users shall be queued on a FIFO (First-in-First-out) basis among themselves. The users shall receive a busy tone indicating that the System is currently busy and the call has been queued. Channels shall be assigned to users as they become available, according to their position in the queue. The user shall receive a ‘Call Back Tone’, informing the user that a channel is now available and the call can now proceed. (vi) Out of Range Indication: Audible and Visual indications shall be available to inform the user when the Radio is out of the RF Coverage range of the Radio System. Audible indication shall be automatically disabled after 2 seconds while the visual indication shall remain until the Radio moves back into the coverage range. (vii) User Registration: A user shall automatically be registered after successfully logging on to the Radio System under the RF Coverage Zone of a Base Station. The Radio System shall ensure that a user is only registered within one Base Station RF Coverage Zone at any one time. The registration shall be continuously updated to reflect the current user identities and locations. Radio System shall de-register the users to ensure that no channels are assigned at a Base Station unnecessarily. (viii) Handoff: Radio system shall support seamless handoff across all the RF Coverage Zones of Base Stations such that all calls in progress regardless of the call types and call modes shall be maintained without interruption. (ix) Talking Party Identification: Identity of the called or calling party shall be displayed. It shall, however, be possible to prevent identity of certain users from being displayed in calling or called mode. (x) Call Forwarding: The Radio System shall allow incoming voice / message calls to a Radio to be forwarded or diverted manually / automatically to another Radio within the Network. It shall be possible for the user who is attempting to forward a call to 4.4  Delhi Metro Rail Corporation converse with the intended recipient prior to forwarding / diverting the call. (xi) Call Hold: The Network shall allow the user to temporarily exit from an existing call by putting the call on hold. It shall be possible for the user to rejoin the call on hold at any time. (xii) Call Waiting: Radio System shall notify a Radio user, who is engaged on an established call, that another call is waiting to be connected. (xiii) Call Barring: It shall be possible, using the Network Management System, to prevent individual Radio users from making calls to or receiving calls from certain categories of Radio users within the Network. (xiv) Data Communication: The Radio System shall support following data applications as a minimum: (a) Text Messages – both pre-formatted and free – formatted. (b) General Data communication between Controller and Mobile users to cover time table information and Maintenance & Diagnostic Applications. (xv) Call Logging: All Radio calls, incoming & outgoing and all Status & Messages shall be logged for the purpose of Audit Trails. Access to Call Logs shall be possible using the Controllers RCW, centrally in the OCC Central Equipment Rooms. Call Logs shall be maintained in the Radio System for pre- determined extended periods and shall be possible to be archived subsequently. Each Call Log shall identify the source of the call, the time the call activated and the time of the call being acknowledged by the called party. (xvi) Voice Recording: Radio System shall interface with a multi- channel Digital Voice Recorder, in main & hot standby mode of operation, for the recording of all Radio communications. 4.4 USER ACCESS: 4.4.1 Following types of MMI / Access Units shall be used on the Radio System: (i) Radio Control Workstation (RCW): RCW shall have full dispatcher facilities for Controllers through the use of feature rich GUI. 4.5  Delhi Metro Rail Corporation (ii) Radio Access Unit (RAU): The RAU shall provide all individual and Group call set up and receipt through the use of a multi- function feature phone facility connected directly to the Radio Control System. The RAU shall connect to the Radio System independently from the RCW and shall, thus, provide a back-up in the event of failure of the RCW. (iii) Radio Control Panel (RCP): The RCP shall be located at Station Control Rooms and other designated locations and provide full fixed and mobile Radio functions including individual and multi- group calls. (iv) Train Radio Control Panel (TRCP/RCH): The TRCP shall be integrated into the Train cab and shall provide Train Drivers with all call functions via the Radio Control Head. (v) Hand Portables. 4.4.2 Location Dependent addressing: Location Dependent addressing shall be provided to route calls from a Train borne Radio to a destination address that is dependent on Train’s location. The destination address shall be of traffic Controller of respective section. In a similar way, a Maintenance‘s Radio call shall be routed to the Maintenance Controller, the Security Radio’s call shall be routed to the Security Controller and the Power Supply Radio’s call to the Power supply Controller. 4.4.2.1 The correspondence between locations and destination addresses shall be dynamically configurable to support dynamic changes in Controller Area boundaries. Controller Area boundaries may change from peak to off-peak period during each working day or over longer period due to changes in Traffic pattern. 4.5 SYSTEM CALL TYPES: 4.5.1 System shall enable following categories of calls: (i) Individual Call: Individual (point-to-point) voice calls between any two parties. (ii) Group Call: The Radio System shall support Group voice calls, enabling communication between a number of users within a pre- defined area, all being members of the same Call Group. It shall, be possible to modify the composition of the Call Groups within the Network. Any user may be a member of one or more Call Groups. It shall be possible to modify the local area over which the Group Calls are implemented within the Network. System shall incorporate suitable mechanism to co-ordinate calls between users intending to speak during a Group Call. Only one member of the Group involved in a Group Call can speak at any one. It shall, however, be possible for a Controller to interrupt the talking member. These calls shall be half-duplex and shall be permitted to all users. 4.6  Delhi Metro Rail Corporation (iii) Broadcast Call: Broadcast Call shall be one way call from a single user to all users of the same Call Group within a pre- defined area. Only OCC/ DCC shall be permitted to initiate a Broadcast Call. (iv) Data Call: (a) Unprotected Circuit mode Data: Upto 28.8 Kbps. (b) Protected Circuit mode Data: Upto 19.2 Kbps (Medium Protection) & Upto 9.6 Kbps (High Protection). (c) Packet connection oriented Data: Standard X.25 Packet Data. (d) Pre-formatted / pre-defined Text status Messages: From Train Radio, Hand Portable Radios or from OCC. The System shall have facility of transferring data from the Train to the OCC. (vi) Emergency Call: Train-borne Mobile, Hand Portables and Control Centres shall be permitted to initiate Emergency Call. Such calls shall be of two types: (a) Train Emergency Call: The Train Emergency Call shall be automatically routed to the designated Traffic controller. (b) Shunting Emergency Call: The Shunting Emergency Call shall be sent to all users involved in shunting operations. An Emergency Call from a Train shall have the highest priority available within the Network. (vi) Direct Mode Operation (DMO) Call: (a) DMO Voice Calls shall be possible both ways between the Train-borne Mobile and another Train- borne Mobile, Train-borne Mobile and Hand portable and between hand Portables located within a radius of 2 Kms. in above ground areas and practically feasible range in Tunnels. (b) Dual watch facilities shall be provided to enable users with the capability of periodically monitoring the operation of the registered talk group while 4.7  Delhi Metro Rail Corporation engaged in DMO and vice-versa. An audio and visual indication of the incoming call from the registered talk group, when the user radio is engaged in DMO and vice-versa shall be provided. The message from the talk group shall have higher priority and shall override other messages communicating in DMO. (vii) Train PA Call: It shall be possible for the OCC to access the Train-borne PA System and make pre-recorded or live announcements to individual Trains, group of Trains or all Trains in a section. In-Train PA Call, Broadcast from OCC shall operate regardless of whether the Driver is engaged in a voice call. The In-Train PA voice call must not interfere with the Radio communication between the Driver and OCC. The Driver shall be able to monitor the communication between OCC and the In-Train Passenger and at the same time still be able to maintain Radio call with OCC Controller. (viii) Rolling Stock Restricted Manual (RM) Mode Operation: The in- Train Mobile Radio shall interface with the on-board ATP System to enable the Train Mobile Transceiver to automatically transmit an alarm message to the OCC, whenever a Main line Train has switched to RM Mode Operation. This facility shall be disabled when the Train enters the Depot area. On acknowledgement of the alarm message, the OCC shall be able to establish a voice call or send a data message regardless of the case when either or both Train driver and Controller are involved in other calls. (ix) System Call: (a) A System Call shall be one way Broadcast Call to all the Radio users in the Radio System. A System Call shall be initiated only from a RCW with a pre- defined priority level. (b) A System Call shall be initiated in a ‘Polite’ or ‘Pre- emption’ mode from the RCW logged in with the highest priority only. The ‘Polite’ mode shall wait until all the Radios are idling before the System Call can proceed. The ‘Pre-emption’ mode shall interrupt all communications in progress and broadcast to all users in the system immediately. (c) Visual and audible indications shall be available at the called Hand portable Radios to inform the users of an incoming System Call. 4.8  Delhi Metro Rail Corporation (d) System Call shall be terminated only by the RCW that initiates the call. 4.5.2 Call Requirements: (i) A minimum of 8 priority levels shall be available for assignment to Radio users of varying importance. Priority setting shall be configurable from the Central Control. Emergency Calls shall be assigned the highest priority. The System shall allow RCW to interrupt on-going Radio traffic, should it be necessary. (ii) It shall be possible to have calls between the designated Radios and designated EPABX extensions as also between designated Radios and a Train. (iii) Distress Call using DMO and RM Emergency Call from the Train to OCC shall also be possible. (iv) All calls initiated by the Traffic Controller / Chief Controller to the Train-borne Mobile shall be able to use either the Train ID Number or Radio ID Number. (v) All calls meant for a Hand Portable shall use the Radio ID Number or user Functional Number. (vi) Calls originating from Traffic Controller / Chief Controller and from the Train Radio shall have overriding priority over all other calls. 4.6 RADIO CONTROL WORKSTATION (RCW): 4.6.1 All RCWs shall have their individual identities. The Radio System shall support a Hierarchical Dispatcher Configuration for the OCC. The higher the particular user is in the Hierarchy, the greater shall be their priority within the Network. 4.6.2 RCW shall provide the Controllers with full functionality with ease of operation. A Toolbar, as a row of ICON Buttons and side Menu Panels shall be provided on the display to allow selection of functions and type of calls to be made. All activities including ‘Log On’ and ‘Log Off’ shall be through Dialogue Boxes to enable the Controllers an easy access to the System and quick response, to the extent of instantaneous, in handling the emergent situations. 4.6.3 The RCW Screen Display shall be designed to be uncluttered, well-labelled and logically arranged for ease of use. It shall include the display of a 24-hour format clock in the top right hand corner of the screen. 4.6.4 The RCW System shall enable following types of calls to be initiated by the OCC traffic Controllers to the Trains. The Controllers shall be able to establish these calls without knowing the Radio Ids of the Radios involved. (i) Train PA Call: A sub-window shall be activated when the Train PA Broadcast (live or recorded) call is initiated. The Display shall 4.9  Delhi Metro Rail Corporation allow the Traffic Controller to set up and make PA Announcements to an individual Train, to a selected group of Trains or to all Trains in the System. (ii) Train Message / Status call: The Traffic Controller shall be able to enter free Text Message or select pre-defined Status / message by scrolling through the list of Status Messages and then transmit to an individual Train, to a selected group of Trains or to all Trains in the section. The received Text Message must be displayed on the Train Radio Control Panel regardless of whether the target Radio user is involved in a voice call. This shall be accomplished by using simultaneous data and voice facility. ‘Cut & Paste’ from Word Processing Applications shall be provided for selecting pre-typed text before sending a free format Text message. (iii) Train Emergency Call: A Pop-up window with visual and audible alert shall show the details of the Train ID and location from which the Emergency Call. The Controller shall be informed if the call is a RM Operation call. The Controller shall be able to acknowledge the call by pressing a pre-defined Key on the RCW keyboard and then select the calling Train to activate two-way communication. If such a call is not answered within a pre-defined number of seconds, the call shall be transferred automatically to the designated Controller. (iv) Priority Alert Call: A Pop-up window with visual and audible alert shall show the details of the Train ID and location from which a priority call was originated when there is an incoming ‘Priority Alert Call’. The Controller shall be able to acknowledge the call and then select to activate two-way communication. (v) Call Inclusion: The Traffic Controller shall be able to perform ‘Call Inclusion’ to participate in active calls, allowing use of pre-emption and a forced call clearing capability. (vi) Group Patching: The Controller shall be able to perform Group Patching to handle call authorisation for specific types of call and / or specific users. RCW shall be able to pre-store configurations of the Patch Groups in Folders on the Desktop. The Controller shall be able to select a Folder, modify the members of the Patch Group and or perform dynamic Regrouping of individual and Group priorities. (vii) Calling / Called Party Identification: RCW shall include ‘Calling Line and Connected Line Identifications’ to display user identifications as also which Radio Base Stations are used by these parties. 4.10  Delhi Metro Rail Corporation (viii) Late Entry Facility: Late Entry Facility shall be provided for users that are busy or unavailable at the time a group call is initiated. (ix) Hold Function: RCW shall allow a ‘Call Hold’ function. (x) Call Forwarding: RCW shall allow ‘Call Forwarding’ to another Controller, if a Controller is busy or does not reply within a pre- defined period. (xi) Remote Radio Activation: The Controller shall be able to remotely switch on the Microphone and Transmitter of the Train Radio or Hand Portable and listen to the received audio. (xii) Train Radio Status Call: The Train Driver shall be able to send pre-defined Status Messages to the OCC Traffic Controller. These Messages shall be for common events and occurrences. (xiii) Dynamic Time-out Disable: In emergency situations, OCC Controllers shall be able to cancel the Dynamic Time-out feature on the Mobiles and hand Portables. (xiv) Train Radio Test: A Train Radio Test feature shall allow the Controller to inquire if a Train Radio is operational and within the range of the System prior to sending an important message. 4.7 TRAIN RADIO OPERATION: 4.7.1 Train Radio System shall be installed in leading and trailing cabs operating in hot standby mode to each other, but shall be fully independent of each other. The Train Radio shall operate in two major areas in DMRTS viz., Main Line & Depot and shall have two modes of operation – Main Line Mode and Depot Mode. In addition to these two Modes of operation, there shall be another Mode called DMO which shall not use the normal Network Service Infrastructure of Radio System. (i) In Main Line Mode, the Train Radio shall, as a minimum, be a member of Train Identity (TID) Number talk group, Maintenance talk group and Security talk group with capability of dynamic regrouping. Normally the Train Radio shall operate in Train ID Number talk group, when in Main Line Mode and shall be addressed by TID Number. OCC call shall be initiated by a dedicated function Key and shall be either Normal or Emergency call. (ii) In Depot Mode, the Train Radio shall be addressed by Radio Identity (RID) Number. The call shall be initiated by a dedicated function Key on the Radio Control Head to the Radio MMI in DCC. It shall be either a Normal or Emergency Call. 4.11  Delhi Metro Rail Corporation (iii) A Train Radio shall also be capable of being manually switched to communicate directly in DMO. If the Radio is working in DMO and the normal Network service returns, the user shall be provided with an audible and visual indication. 4.7.2 Main Line Mode: (i) Station Call: The call shall be initiated through a function menu from the Radio Control Head display. The call shall allow direct communication to all Hand portables of a selected Station without the intervention of Radio MMI Controller. The call can be either a Normal or Emergency call. (ii) Train to Train Call: (a) A Train Radio shall be able to initiate and establish a call to other Train Radio with a minimum of action like single Key stroke. The calling Train RID number shall be displayed on the called Radio. (b) Once connected, the Driver shall be able to communicate with other Driver either using Push To Talk (PTT) Button on the Hand set or Hands free, through Microphone and Loud Speaker arrangement. (iii) Train Radio in Leading Cab to Train Radio in Trailing Cab: (a) It shall be possible to establish a Radio call from either Cab. The call shall be in DMO. (b) The Train ID Number (TID) i.e. functional Identity of the Train shall be configured only in Front Cab. The Trailing Cab shall be recognised by its RID. (iv) Train to other Authorised Users: The Train Radio shall be capable of initiating and establishing a call to any valid number subject to pre-defined call restrictions. The call may be initiated either through a selection from a pre-defined list or Direct dialling a Subscriber number or calling a Functional number. (v) Text Messages: Receiving of Text Messages shall be a normal call. Messages shall be displayed on the Radio Control Head display window. The Message shall be cleared from the display window automatically and stored for retrieval after being displayed for a configurable period or after having been acknowledged by the Driver. It should be possible to store at least five 5 Messages for retrieval at a later time. (vi) Monitor calls to other on Train users / Devices: For voice calls using Train Radio not involving the Driver as a called party or 4.12  Delhi Metro Rail Corporation calling party, the Driver shall have the possibility to listen to the audio output of the communication. (vii) Interfacing with Signalling Equipment: (a) Train Radio shall interface with the Signalling equipment to enable it to report the alarm and status of the Train-borne Signalling Equipment to the OCC. (b) The alarm message shall be time and date stamped. RCW shall be able to send an acknowledgement and initiate a call, both voice and short data message to the Train. This service shall operate regardless of whether the Train Driver or the Target user is engaged in a voice or data call. (viii) Failure of Radio Equipment shall not interrupt the normal operation of Train-borne Equipment. (ix) Log On: (a) The ‘Log On’ shall be initiated by the Driver through a dedicate function Key on the Radio Control Head at the commencement of each journey on the Main Line. (b) For successful ‘Log On’ for Main Line Mode of operation, the Train Control and Signaling (TC&S) System shall assign a Train Identification Number (TID) through the Interface with Radio System. This TID shall be displayed on the Train Radio’s display window. TID information from the TC&S System and the TID information entered by the Train Driver shall be validated after which the Log On shall be treated as successful. The Radio System shall maintain a co-relation between the Radio Identity (RID) and the Train Identity (TID). (c) Both visual and audio indications shall be available to inform the Driver that ‘Log On’ request is in progress. (d) Different visual and audio indications shall be available to inform the Driver for both successful and un-successful ‘Log On’. (x) Log Off: 4.13  Delhi Metro Rail Corporation (a) The Radio System shall delete the TID upon receiving the deletion of TID from the TC&S System. (b) Both visual and audio indications shall be available and displayed on the Radio Control Head display window. The visual indication shall include a warning message together with the TID displayed on the Radio Control Head for a configurable period. After this period, both TID and warning message shall be automatically removed while the Radio Control Head shall display the RID of the Train Radio. (xi) Train Reformation: (a) The TID of the Train Radio shall be subject to change in Main Line Mode of operation, when need arises. (b) Upon receiving the change of TID from the TC&S System, the Radio System shall update the TID accordingly. (xii) Register / De-register Rake Number: There shall be a fixed relationship between the RID of the Radios installed in the Cab and Rake Number, which shall remain even if the Radio is changed. It shall be possible to register and de-register a Rake Number in following ways: (a) Automatically using information from on-board systems. (b) Automatically via a fixed interface between the Rake and the Radio. (xiii) TID, RID and Rake ID shall comprise of Alpha-numeric Characters. 4.7.3 Depot Mode: (i) Shunter Call: (a) The call shall be initiated to the Shunter Group, through a dedicated function Key on the Train Radio Control Head. The call shall allow direct communication with Shunter in a Group Call basis without the intervention from the Radio MMI Controller. It shall be either a normal or emergency call. 4.14  Delhi Metro Rail Corporation (b) It shall be possible for any member of the Shunter Group including the Driver to transmit a Shunting Emergency Call to all Shunting Group in the area. (c) It shall be possible for the System to record the Shunting Group Composition at a given instant, the source and time a Shunting Emergency Call was transmitted and the recipients of such a Call. (ii) Shunting Group Membership: A Shunting Group shall consist of following members: (a) The Shunting Leader. (b) The Shunting Driver, who may remain in a shunting area or may change one or more times during a working period. (c) Shunting Members (say upto 5). (d) Controller (permanent or temporary Member through dynamic association). (e) Shunting Manager (permanent or temporary Member through dynamic association). It shall be possible for the Shunting Leader to communicate with an external Authorised Person. This communication may be initiated either by the Shunting Leader or the external Person. In order to avoid disturbance to a shunting movement, the Shunting Leader shall be informed by a visual and audible indication, who shall then choose the moment when the external Person can join the Shunting Group. (iii) Train-to-Train Call: The call shall be set up through DCC Radio MMI for the Train Driver to communicate with the Driver of other Train. (iv) O&M Call: The shall be set up either through Radio MMI or using DMO, to allow the Train Driver to communicate with other personnel using Hand Portable Radio. (v) Log On within the Depot Boundary: (a) Upon receipt of a ‘Log On’ request initiated by the Driver through a dedicated Key on the Radio Control Head within the Depot boundary, the TC&S System shall signal the Radio System through their 4.15  Delhi Metro Rail Corporation interface that the Train is within the Depot boundary. (b) Both visual and audio indications shall be available and displayed on the Radio Control Head to inform the Driver that the Depot Mode ‘Log On’ request is in progress. (c) Different visual and audio indications shall be displayed for both successful and unsuccessful ‘Log On’. (d) Both the Rake ID or the Talk-group ID for the Depot of that particular Train and the RIN of the Train Radio shall be displayed on the Radio Control Head after successful ‘Log On’. (vi) Log On When Entering Depot from Main Line: (a) The TC&S System shall send signal to the Radio System for deletion of TID when the Train is entering the Depot boundary from the Main Line. (b) The Train Radio shall ‘Log Off’ from Main Line Mode and ‘Log On’ to Depot Mode automatically. (c) Both visual and audio indications shall be available and displayed on the Radio Control Head to inform the Driver that the Depot Mode ‘Log On’ is in progress. (d) Different visual and audio indications shall be displayed for both successful and unsuccessful ‘Log On’. (e) Depot Identifier and the RID of the Train Radio shall be displayed on the Radio Control Head after successful ‘Log On’. (vii) Numbering system for the Shunting Team, Maintenance Team, Controller and others shall be based on their functional description and have associations with their service areas. 4.8 HAND PORTABLE USER RADIO CALLS: 4.8.1 Hand Portable Radio users shall be able to call other Radio users and OCC / DCC subject to their level of access. Call features in Hand Portable Radios shall be configurable through Radio Field Programming Tools as also through the workstation of the Radio Management System. 4.16  Delhi Metro Rail Corporation 4.8.2 A short audible and visual indication of functional identity of the calling party / group shall be displayed for each call. 4.8.3 Call Types: (i) Individual Call: Individual call shall be on one-to-one basis and conversation of the individual call shall not be heard by other Radio users in the talk group. (ii) Group Call: Group call shall be initiated by selecting the desired talk group position on the Hand Portable Radio and depressing PTT. All Radios for this purpose shall be pre-programmed to belong to a number of groups. User may speak in a group call when permission in the form of audio and visual indications is granted by the network after the request by using the PTT function. An out of range indication shall be provided when the user moves out of the group call area whilst the call is in progress. (iii) Broadcast Calls: The User shall be informed that he can not speak as part of the Broadcast Call. (iv) Emergency Call: Emergency call shall be initiated by the Hand Portable through a dedicated function Key and depress PTT as a group call. When all the channels of a Base Station are occupied, pre- emption shall allow the Emergency Call to take the occupied channel away from the lowest priority talk group at all affiliated Base Stations to provide instantaneous emergency voice communication. Visual and audible indications shall be available at the called Hand Portable Radios and / or the OCC to inform the Radio users of an incoming emergency call. Emergency calls shall be in the form of group or broadcast call. Emergency call shall be terminated by the calling party only. (v) Telephone Interconnect Call: Designated Hand Portable Radios shall have the capability of initiating or receiving telephone calls from designated telephones directly without the intervention of Radio MMI Controller. (vi) Station PA Call: Designated Hand Portable Radios shall access the PAS to make PA Announcements in the Station. It shall also be possible to select PA Zones (like Up Platform, Down Platform, Concourse etc.) for making select Announcements. 4.17  Delhi Metro Rail Corporation (vii) Enter / Leave Direct Mode: The Hand Portable Radios shall be capable of being manually switched to communicate directly in DMO. If the Radio is in the Direct Mode and the normal network service returns, the user shall be provided with an audible and visual indication. (viii) Enter / Leave Depot Mode: The Hand Portable Radios shall support a Depot Mode of operation that provides a link assurance tone to reassure users of the integrity of the communication link. (ix) RCW at OCC shall be capable of registering / de-registering / changing functional number of the Hand Portable Radio. 4.9 STATION RADIO COMMUNICATION: 4.9.1 The Station Controller in SCR, shall be able to communicate with the adjacent Stations and the Trains within its Station boundary subject to the authentication by OCC. 4.9.2 The Station Controller in SCR, shall be able to transmit short text messages to any Hand Portable and train Radio, subject to authentication by OCC and to receive such messages from other Radio users in the Network. 4.10 DEPOT OPERATION RADIO CALLS: 4.10.1 The primary means of communication for Depot Operations shall be between Hand Portable Radios, Train Mobile Radios in Depot area and DCC.