summary of control & signaling line2 (volume1)

7/31/2019 Summary of Control & Signaling Line2 (VOLUME1)

1/30

SummarySignalingsystemofMashhadUrbanRailwayLine2(VOLUME1)

pageMonday,May07,2012Rev.0

Summary ofControl &

Signaling system

of Mashhad Urban

Railway Line2

(VOLUME1)


2/30



Content:

1. Introduction

2. General Signaling System Overview

3. Signaling system Operations Requirements

4. Functional Requirements

5. General signaling Equipment requirement

6. Standards

7. General conditions

8. Requested document

9. Training

10.Interlocking test


3/30



1. Introduction

) operated over2M(numbered from A2 to13 stationsm long withk268.15totallyMURL 2 will be

13.35km Commercial length.

Stations 13

Length (m)

Total 15268

Operated (includes turnbacks) 14099

Commercial 13669

Note :( the M2 station is added to documents and considered in engineering design in last step oftender. It is obvious the complementary data in this regard shall be submitted accordingly)

It is scheduled MURL2 to be opened in 2016. There will be two operating phases; near phase and far

phase. The difference between the two phases concerns only the operating headways. The

infrastructure will remain the same throughout. MURL2 will not be physically extended during these

two phases. In addition, the train composition will remain unchanged (ie. 5 cars x 20m long = 100m

long train)

The depot will be situated at the end of the line, after station A2. The depot will be used to store and

maintain the rolling stock fleet for MURL2.

Its facilities will also be used / shared by MURL3 and MURL4 (but not MURL1).

As a result, there will be service track connections with MURL3 and MURL4 (the connection to

MURL1 is provided for train transfer). Rolling stock exchanges will occur between these two lines,

essentially empty trains (without passengers) and service / maintenance vehicles.

These movements will take place outside of normal commercial operating hours.

This requirement implies that the rolling stock will have some common characteristics, although at the

current time, there will be no standardization with other MURL lines.

There will also be a service track connection with the Railway line, for transporting vehicles, heavy

material and equipment The ridership studies, the train service type and headways are described in

attached documents in detail, however, the management of ridership peak must be taken into account

with specific safety and operating rules, some of these concepts are described below:


4/30



The Architect will need to incorporate into the designs the maximum passenger volumes

expected on pilgrimage days.

Having sufficient numbers of station staff strategically positioned around the stations (much

More than would normally be deployed on a typical weekday, during these special days), will be

an important feature.

-Total length of the path of phase 2 is 13 km with 13 passenger stations and 1 parking.

-Final headway for Mashhad Urban Railway Line2is 120 s in each line .two line with one

direction.

General Description of the Project is as following tables:

General Description of the Project

CRITERIA VALUE

Stations(A2 M2) 13

Length (m)Total 15268

Operated (includes turnbacks) Commercial 14099 13669

Inaugurat ion year Open to passengers in 2016

Ridership Data (Transportation Studies)

Maximum of 11000 pphpd between E2-G2, at 2021. Unknownfor holidays and special religious event. The remainingtransport capacity should be available to pilgrims.

Track connection G2 -H2

(MURL2 MURL3 / MURL4) (Approximately 2 ret urn t rips per day, empty vehicles)

Standardisat ion At the current time, no standardisation with other MURL linesGeneralpolicy Operation MUR2-EGS-RE-403_Operat ion and Maintenance

Generalpolicy Maint enance MUR2-EGS-RE-403_Operat ion and Maintenance

Generalpolicy - design rules The inf rast ructure must be sized with far phase cri terions

Future extension No future extension


5/30



criteria Value

Stations 13Length (m)Total 15268Operated (includes turnbacks) 14099Commercial 13669

Inauguration year Open to passengers in 2016

Maximum of 11000 pphpd between E2-G2, at 2021.Ridership Data Unknown for holidays and special religious event.

(Transportation Studies)The remaining transport capacity should beavailable to pilgrims.G2 -H2

Track connection (MURL2 MURL3 /MURL4)

(Approximatemaly 2 return trips per day, emptyvehicles)At the current time, no standardisation with otherMURL lines

Standardisation

General policy -Operation SEE REPORT 3.1 : ANNEX 2General policy -Maintenance SEE REPORT 3.1 : CHAPTER 5

General policy -design rulesThe infrastructure must be sized with far phasecriterions

Future extension No future extension

Minimum HeadwaysPractical (design, technical or absolute

minimum)

1'45''

Near Phase (peak hours) 3'00''Far Phase (peak hours) 2'00''Service Frequency (peak hours)Train passages per hour per directionNear Phase 20Far Phase 30Train capacity (used to estimatetransportation capacity)

800 (all seats occupied and 4 standees / m2)

Maximum Transportation capacity (PPHPD)Near Phase 16000Far Phase 24000Transport capacity evolution SEE OBJECTIVE ABOVE

Ridership Growth Near Phase Far Phase

Saturday -Wednesday (Weekdays)TransportationStudies x 1.45

Transportation Studies x 2.20

Thursday (Weekend) -15% of weekday -30% of weekdayFriday (Weekend) -30% of weekday -30% of weekday

Holidays (Nowruz & Others)TransportationStudies x 1.45

Transportation Studies x2.20

Ridership Capacity Requirements Near Phase Far Phase

Saturday -Wednesday (Weekdays) 16000 24000Thursday (Weekend) 13600 20400Friday (Weekend) 11200 16800

Holidays (Nowruz & Others) 16000 24000

Minimum Operating Headways Near Phase Far Phase


6/30



Saturday -Wednesday (Weekdays) 3'00'' 2'00''Thursday (Weekend) 3'30'' 2'20''Friday (Weekend) 4'15'' 2'45''Holidays (Nowruz & Others) 3'00'' 2'00''

RegularitySEE REPORT 3.1 : CHAPTER 6 (RAMREQUIREMENTS)

Station Stop Dwell Time -Technical Time 12sDoor opening 4sBuzzer time 3sDoor closing 4sTrain departure delay 1s

Station Stop Dwell Time -Average Passenger Exchange RatePer Door 2 passengers / secondPer Car 8 passengers / secondPer Train 40 passengers / second

+50%

Uneven loading distribution factor betweencars

(average loading per car x 1.5)

Dwell timesMaximum (G2) 35sMaximum (terminus stations A2 & M2) 45sMinimum (Other stations) 25s

AW2 = 231.0 tonnesTotal train mass (for journey time simulation) AW3 = 257.5 tonnes

Coasting and regulation time (margin) +5s / km

Run Times (Egis Rail)Nominal Train Performance, AW2 loading, 80km/h

Journey Time Commercial Speed

M2


7/30



likely to be 2 driverssimultaneously changing cab ends. New simulationsof manoeuvres / turns intoterminal have been effected by Egis Rail (in order toevaluate the technical interval).They indicate an absolute minimum (technical)headway of 1'45''. The drivers will

Driver changeover time (in terminus) have 30s to change cab ends.

Train.kms run annually per train (EGIS RAIL)Near Phase 114 973Far Phase 102 937Total Train.kms run annually (EGIS RAIL)Near Phase 2 414 438Far Phase 3 088 109

Track crossovers(degraded mode, temporary turnbackpositions)

Stations C2, E2, G2, I2, L2

Operating method ATC ( ATP + ATO + ATS )

criteria ValueOperating days Nb of Days First Service Last ServiceSaturday -Wednesday (Weekdays) 260 05h00 24h30Thursday (Weekend) 42 05h00 24h30Friday (Weekend) 42 05h00 24h30Holidays (Nowruz & Others) 21 05h00 24h30

Operating headways (near phase) Sat -Wed Thursday Friday Holidays

05 06 7'30'' 10'00'' 10'00'' 7'30''06 07 5'00'' 7'30'' 7'30'' 5'00''

07 08 3'00'' 5'00'' 5'30'' 4'00''08 -09 3'00'' 3'30'' 4'15'' 3'00''09 -10 5'00'' 3'30'' 4'15'' 3'00''10 -11 5'00'' 5'00'' 5'30'' 4'00''11 -12 7'30'' 5'00'' 5'30'' 4'00''12 -13 7'30'' 5'00'' 5'30'' 4'00''13 -14 5'00'' 5'00'' 5'30'' 4'00''14 -15 5'00'' 5'00'' 5'30'' 4'00''15 -16 5'00'' 5'00'' 5'30'' 4'00''16 -17 3'00'' 3'30'' 4'15'' 3'00''17 -18 3'00'' 3'30'' 4'15'' 3'00''18 -19 5'00'' 3'00'' 4'15'' 3'00''19 -20 5'00'' 6'00'' 5'30'' 3'00''

20 -21 7'30'' 7'30'' 7'30'' 3'00''21 -22 7'30'' 7'30'' 7'30'' 3'00''22 -23 10'00'' 10'00'' 10'00'' 4'00''23 -24h30 10'00'' 10'00'' 10'00'' 7'30''Operating headways (far phase) Sat -Wed Thursday Friday Holidays05 06 7'30'' 10'00'' 10'00'' 7'30''06 07 4'00'' 7'30'' 7'30'' 4'00''07 08 2'00'' 4'30'' 5'00'' 3'00''08 -09 2'00'' 2'20'' 2'45'' 2'00''09 -10 4'00'' 2'20'' 2'45'' 2'00''10 -11 4'00'' 4'30'' 5'00'' 3'00''11 -12 5'00'' 4'30'' 5'00'' 3'00''

12 -13 5'00'' 4'30'' 5'00'' 3'00''


8/30



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

2. General Signaling System Overview (for detail refers toattached documents).

The Signaling system shall use a fixed block concept type and will feature hi-speed and bi-directional communication between onboard, trackside and operating control center (OCC)sub-systems.During the normal service, the signaling system shall require no OCC staff intervention otherthan Supervision, and minimum OCC staff intervention out of normal service (degraded

mode).Any equipment failure or line interruption shall be instantly reported to OCC and lead tominimal service Disruption.In case of significant failure, the system shall fallback to alternative modes of operationunder OCC staff full supervision.The ATC system shall be designed such that equipment failure rates shall be sufficiently lowto prevent the need for manual driving operation, which shall be exceptional and reserved fortrain return to yards.The ATC system shall provide safe and flexible operation.This signaling system shall be composed of six sub-systems:1. Interlocking sub-system

2. Automatic Train Control sub-system3. Automatic Train Supervision sub-system2 (ATS system)4- ATP system including onboard equipment5-Wayside Equipment6- CTC Center equipment in OCCAutomatic Train Protection functions shall be an integrated system using ATC and tracksideequipment.

The ATC sub-system shall cover mainline operations only. Yard operations shall be realizedin manual driving mode using the IXL sub-system and under control of the OCC staff.The IXL sub-system shall facilitate and allow safe manual mainline operations.The ATS shall provide to the OCC staff a user-friendly controls and supervision tool, and

provide all the necessary data and filtering tools to support maintenance activity.


9/30



Necessary automatic train control hardware and software shall be provided to achieve a safeand an efficient automatic operation.The system shall remain opened such as to anticipate further line extensions, in terms ofgeography and capacity, as well as train extension.

The ATC system shall make provision for the insertion of new stations within the lines aswell as provision for lines extension.The train control system is intended to provide short interval, great operational flexibility, andsafety through continuous over speed protection, smooth and predictable operation, highreliability and availability, optimized maintenance tasks.Equipment reliability, redundancy, and system architecture shall ensure that the operation ofthe system shall continue in the presence of any single point failure. The system architectureshall include redundant hardware for all ATC subsystems, unless the Contractor cansubstantiate by detailed analysis that his system can meet all reliability, availability andmaintainability requirements as specified in the General Specifications without redundanthardware. Communication among trackside computers and between trackside computersand the OCC shall be by fibre optic links, radio frequency or copper links.

However the trackside equipment in interlocking zones shall provide signaling protection formanual operation during the infrequent system failures impacting normal operation.ATC, interlocking and train detection subsystems shall form an integrated train controlsystem, with proven in use interfaces between those subsystems.Necessary automatic train control hardware and software shall be provided to achieve safeand efficientfully automated operation for passenger trains.Under normal operation, ATC automatic mode shall require no OCC staff intervention otherthan supervision and minimum OCC staff intervention when out of normal operation.Traffic reinforcement steps to meet passengers demand shall be straightforward.Any equipment failure or line interruption shall be instantly reported to OCC and lead tominimal service disruption, as high availability requirements shall be met.In case of significant failure, the system shall then fallback to alternative modes of operation

under OCC staff full supervision.The ATC automated control shall cover mainline and yard operations.The ATC shall facilitate and monitor safe manual mainline and yard operations.The ATC shall provide the OCC staff with user-friendly controls and supervision, and provideall the necessary data and filtering tools to support maintenance activity.The system shall remain opened such as to anticipate further line extensions, in terms ofgeography and capacity, as well as train extension.

3. signaling system Operations Requirements(for detailrefers to attached documents).

The trains shall be running into the ATC nominal mode and unattended in normalcircumstances.Train routes shall be set automatically. The wayside is fully reserved for train traffic and doesnot mix or cross other transportation system path.The system design is to support single traffic. Only equipped train shall be operated, alongwith specific maintenance vehicles.ATC shall control automated mainline operation and facilitate manual operation onmainlines.In normal operations, train will stop at every station. Under degraded mode of operation itshall be, however, possible to modify the standard configuration, skip a station or all thestations (through train) for example.


10/30



Under nominal mode of operation, train shall run in one direction except in limited identifiedinterlocking zones however, the ATC system shall be design to authorise bi-directionaloperation.System and Driving Modes

System Operation ModesAt any point, in any time, the MASHHAD L2 project shall be operated in one of the modesdefined below:

Stationary:This is the initial and default mode. Automatic train movements (and manual train movementif requested by OCC) are disabled.

NormalThe states of the Signaling and control subsystems perform the major operating systemswhen no failures are reported. The system is capable of achieving its operationalperformances requirements (such subsystem failures or other conditions which may existhave negligible influence on safety and performance).

Degraded

One or more ATC subsystems have reported a failure or other condition, such that thesystem is not able to achieve its operational performance requirements (may be due eitherto a sub-system failure or some external event, such as an infringement of its right of way orobstacle detection)

EmergencyOne or more ATC subsystems (on board or trackside controller) have reported anemergency condition, possibly indicating a threat to human life (e.g. abnormal degradation ofbraking performances beyond an acceptable limit), or a major system breakdown requiringfor example a train evacuation through manual driving mode.ATC Function ModesThe ATC system shall support a number of train operation modes comprising at least:

Automatic Train ProtectionThis mode consists in automated control and supervises the speed, and shall be applicablein case of degraded mode of the ATO or non-application of the ATO driving mode operation.This mode shall be available everywhere on the line and the depot except for themaintenance shop.

Restricted Manual OperationThis is a speed control manual mode under the responsibility of the driver.This mode corresponds to an emergency situation in case of major ATC failure. The train ismanually driven under the operator responsibility at a limited speed (provisional value of 18km/h, which is the maximum authorized speed).The operator will have to comply withtrackside signal indications when entering shunting zones.

Stand-by operation

The train is stationary, but available to be put into operation automatically (e.g. time table) orby OCC initiative.Within the standby mode, the vehicle may be: ready: automatic operation may commence immediately dozing: automatic operation requires an initialisation phase Sleeping: automatic operation requires a heating-up phase, followed by an initialisationphase.

Immobilized operationThe train is either faulty or disabled in such a way that operation is not possible withoutrequiring to manual maintenance operation driving modes are to be in accordance withOperations Rules.Manual operation assisted by ATP: manual driving is authorised within ATP speed profile

Automatic manned operation assisted by ATP/ATO.


11/30



Ceiling operation mode (20km/h)This operation function is used when the train is going to the depot. A boundary area isdefined between the mainline and the depot.When the train goes through at boundary area this one changes automatically to the useful

mode into ceiling operation mode.In the other side when a train exits a depot the train is actually set on ceiling mode just to theboundary area. When the train exits the boundary area going into the mainline the trainoperation shall be fully automatically and supervising fit on the main mode of the line.In case of fails the drivers shall be following the Operations Rules.

Initialization of System Normal Operation ModeInitialization of automatic operation after system startup must be not possible without manualintervention locally in each train, nor require OCC operator command to be made for eachtrain.Initialization of automatic operation after a global system failure must be not possible withoutmanualintervention in each train, nor require OCC operator command to be made for each train.

All parts of the ATC system including trackside and on-board computers shall be capable ofbeingremotely commanded to restart.Transition between any driving modes, in particular between automatic and manual, must bepossible continuously and anywhere on the running line and in the yards.The border between manual and automatic areas shall only concern the following zones: depot boundary transfer track outer rail network transfer track if applicable

The ATC system shall furnish to automatic train operation (ATO) and ATP systemwith following modes (for detail refers to attached documents):

Associated driving modes definition:

Automatic Train Driving mode (ATD or ATO mode) Protected Manual Driving mode (PMD or ATP mode) Restrictive Manual Driving mode (RMD)

Area Driving mode Controlled by

Mainline

ATD Automatic Train Driving Mode ATO, ATP

PMD Protected Manual Driving mode ATP

RMD Restricted Manual Driving mode Rolling stock

(degraded mode) Speed: 25km/h

DMDDepot Manual Driving mode ATP (onboard)

Depot

Speed: 20km/h

RMD Restricted Manual Driving mode Rolling stock

(degraded mode) Speed: 25km/h

From the DepotIn this case, the trains are unknown from the ATS system. The trains are parked in the

Stabling tracks in the Depot. Keep in mind that this section is bi-directional.


12/30



According to the timetables, the DCC operators wake up the trains and move themfrom the stabling tracks to the insertion/withdrawal area in DMD mode.The insertion/withdrawal area contains five positions from P1 to P5. Positions P1 to P3are used in priority in T1 track (normal direction) but if needed, positions P4 and P5

can be used to park trains too (but must be free in priority to allowed withdrawal:).Before arriving to this area, the train is detected by a SOB (Safety optical Barrier)which informs DCC interlocking and ATS that the train is now manage by the ATS.At the same time, the train sends his Rolling stock number to the ATS by a waysidebeacon.At the first free parking position (respectively P1, P2, P3, P4 or P5 position), the trainstops.According to the timetables, ATS takes control of the train and move it to A2platform departure (P6 position) in ATD mode.The train takes his service number at the A2 platform departure (position P6).

4. Functional Requirements

GeneralThe Signaling System core encloses the 4 following functions:

Interlocking (IXL): the system shall provide basic interlocking functions to ensure route commandand setting in safe conditions.

Automatic Train Protection (ATP): the system shall control and superviseautomated train operations in such a way to assure the safety of passengers,

operations personnel and vehicles. Automatic Train Operation (ATO): the system shall provide commands to vehicle

subsystems to ensure reliable and comfortable service for passengers andconvenience for operation staff, within the limits and restrictions imposed by the ATP.

Automatic Train Supervision (ATS): the system shall provide all monitoring,control and automated functions necessary to achieve fully supervised automaticoperation of trains throughout the line sections, and to support degraded service.

Interlocking Sub-SYSTEM

GeneralThe Interlocking sub-system shall assure the train movement in safe conditions. Theinterlocking subsystem shall be provided to the mainline, depot and yard areas.The registration or command of any root can be done only if the interlocking conditions are

established.To verify the interlocking conditions, the interlocking sub-system needs to know continuouslyand in real time, the state of the vital and non-vital inputs. These inputs may emanate fromthe wayside equipment that it self-manage (signals, track-circuits ) or from otherequipment of the signaling system.Route setting and train movement through switches shall be secured by multiple means (32-out-3 or 2 out- 2).Independently of any route locking function, the movement of any switch by means of poweroperation shall be secured when any part of a train occupies the track area in which theswitch is located.Before a train is authorized to proceed through a switch or a series of switches, theinterlocking subsystem must properly align and lock the switches affected. The switches

required by a route must remain locked until the train completely clears the switches.


13/30



However, sectional release of switches in a route shall be allowed when necessary tosupport the optimization of headways through junctions.Railway industry typical interlocking practices, including flank protection, to prevent thesetting of conflicting routes, shall be adopted. Interlocking must ensure safety but should

allow maximum operational flexibility through the design. Safety Requirements

Throughout its applications, the interlocking sub-system shall achieve the following safetyrequirements:

Conflicting set routes:This safety function manages diverse routes conflicts. These conflicts can be: One route already set Point position Direction Operation error Any attempt set a route not allowed or not recognized by the IXL shall be processed andcleared immediately without any consequences.

Track sectionWhen any section of the track is occupied by a train, the points inside this section shall notbe triggered.When a route has been already set and also occupied, the points inside this section shall notbe triggered. In addition, the route shall not be released either automatically or manually.

Approaching and time interlockingThe approach interlocking means the occupied adjacent track route which is subsequent to aset route with an open signal. This set route shall only cancel after a defined delay time.The time interlocking means the approaching section after a set route with open signal. Thisroute is in the position of the approaching interlocking.When the route is in the position of approaching interlocking and time interlocking, all pointsconcerned to the route shall not be triggered the following data: Direction Long-term supervision of the correct points positions.The time delay for cancelling the route shall be design according to operational plan.

DirectionIt shall mean that the interlocking avoids any routes to set against other routes which are already being set or overlapping routes set or any routes at the opposite direction set Long- term supervision of correct position of points

Supervision of the correct points positionsThe route signaling shall be forbidden to open while any point bounded by the route does

not meet any of following conditions: Correct position of any supervised points ( normal or reverse, tongue clearance, 4mm ofthe statictrack points) Locked up points Relevant status of the motor and also the power of this one shall be off.General safety requirements While the signal of the protected route is opened, the interlocking shall fully inspect that alltrack circuits bounded are free (not occupied). On the mainline, the adjacent trackboundaries of the route shall be inspected if is free. Before the normal release of the route two items shall be inspected;1. Ensure that the train had occupied the approaching section

2. Verify if this approaching section is released and the downstream is occupied.


14/30



The interlocking of the mainline the speed command shall not be transmitted while:1. Specific route has been set2. and the electric interlocking is done. In case of a train is over the RED signal( then the signal is opened) and there is a conflict

of the point position of the route which has been set, the transmission of the speedcommand shall be not allowed to train until a track verification. The track circuits of the work shop and yard area need to be equipped with the protectionof the damaged insulation joints. During of any action of the locking points (locking routes, track sections, independentmanual,...) the points shall not be activated. The circuits control of any indoor and outdoor equipments shall be type of dual trippingAutomatic Train Protection

General

The ATC system shall provide the maximum safe operating flexibility and allow all safeoperating running. Automatic Train Protection functions shall be achieved by means of anintegrated ATC trackside and onboard system and auxiliary trackside system equipment.

Auxiliary trackside equipment shall comply with the requirements of section 11. Linked to theIXL subsystem and using the vital input, the Automatic Train Protection function (ATP)enables the enforcement of safe system operation through the use of fail-safe concepts.The ATP functions include the service braking: respecting safe train separation approaching an end of track encountering a temporary speed restriction, applied upon OCC request, Applying an emergency braking whenever an unsafe condition is encountered.The ATP function is separately implemented from other non-safety related functions, both inthe onboard equipment and in the wayside ATC equipment.The ATP function is distributed between onboard and wayside sub-systems.Emergency braking must be activated when and only when safety is no longer guaranteed.

Emergency braking may also be triggered upon OCC emergency request.Emergency braking must continue until the train is stopped.In case of the gap of ATP signal (data transmission), the fail-safe system consisting inemitting a signal to all trains ensures that all trains are ready to trip.The ATP shall attribute to each train its own domain called movement authority where thetrain is able to run in a safe way up to the first stopping point imposed by the interlockingprocess.Speed envelope taking into account the train end of authority shall be computed by theonboard ATP.

This process shall be carried out and continuously refreshed in real time within aresponse time allowing safe, efficient and optimized operation. This is illustrated byTrain movement shall be secured with at least the following ATP sub-functions:

Safe Train movement Over speed Protection Brake Assurance Securing of Routes Train Detection Safe end of Track Approach Speed Detection Train Splitting Protection / Train Integrity Protection Direction Control and Anti Rollback Protection Train Door Safe Protection Temporary Speed Restrictions

Blocking of Track Sections or Switch Areas


15/30



Wet/Dry Rail Reduced Adhesion Operation

Safe Train MovementThe ATP shall ensure and maintain safe operation between trains. All following andopposing running shall be protected by safety critical processes.

Braking distance shall be derived from a safe braking model that shall consider worst casesystem response times and failure conditions, consistent with railway industry practice. Thesafe braking model shall be submitted as part of safe braking calculations.Trains equipped with ATC shall be capable of closing up to the rear of a preceding train, orto the entrance of an elementary detection zone (e.g. track-circuit) occupied by anunequipped (work/maintenance) or failed train. Unequipped or failed train shall be controlledby rules and, procedures, and trackside shunting signals.Safe train movement shall be based upon a principle of an instantaneous (brick wall) stopbefore preceding train.The ATC safe train movement functions shall consist of: Calculation, by the trackside zone controller, of the variable ATP data (movementauthority limit, speed reductions, etc.) required by the onboard ATC equipment to establish

the ATP speed profile (speed limit versus train position ) Transfer of the ATP required variable data to the onboard ATP equipment using the track-to-train data communications link (or network). Therefore, the cyclical transfer of fixed andnon-variable data shall be reduced to avoid unnecessary loading of the datacommunications bandwidth. Calculation and enforcement of the ATP speed profile by onboard ATP equipment. TheATP speed profile shall take into account the train performances, gradient, civil works speedlimit, and allowance for worst case tolerances.The ATP speed profile shall establish an unconditional movement authority limit for theATP onboard equipment, i.e. the ATP onboard equipment shall ensure that under nocircumstances (including failures) this movement authority is exceeded.In addition, the ATP speed profile shall be defined during the Contractor design such as:

Trains shall be capable of safely reducing speed, closing up and stopping as short aspossible prior to movement authority limits associated with shunting signals or bumper stopswithout requiring any additional authorizations from the ATC trackside or Operation ControlCentre. This shall be achieved without any violation of the safety parameters (Example: thisfunction is required to permit a train to enter and berth at a station platform when there is ashunting signal at danger or a bumper stop just beyond the platform exit.). Trains shall be capable of safely reducing speed, closing up and stopping as short aspossible prior to movement authority limits associated with a dynamic obstacle such as:

rear of train or unequipped vehicle or specific trackside Point to Protect

entrance of elementary detection zone occupied by a train

ATC traffic reversal point o failed elementary detection zone

track-section blocked by OCC/ATS This speed reducing and train stopping shall not require any additional authorisations

from the ATC trackside or OCC, nor be achieved without any violations of safetyparameters.

The issue of movement authority for opposite train routes in the same track shallcontinuously maintain a safe train separation that allows both trains to stop without colliding.The ATP shall ensure that the train never leaves or overrun the limit of movement authority,in case of violation of ones train end of movement authority limit, an immediate andautomatic reduction to zero speed for all endangered movement authorities for other trainsshall take place.

Over speed Protection


16/30



In establishing the ATP speed profile, the ATC onboard equipment shall continuouslydetermine the maximum safe speed at the train location, for comparison with the actual trainspeed.The maximum safe speed shall be the most restrictive of:

Speed limit for current section of track Any temporary speed restriction imposed on that section of track Maximum speed that would enable the train to stop safely prior to the limit of the trainsmovement authority Maximum speed that would enable the train to safely reduce its speed in conformity withthe next speed target and location.Emergency braking shall automatically be initiated if the actual speed of the train isexceeding the ATP speed profile at the actual train location.Note: the ATO shall control the train speed with an operational speed limit lower than themaximum safe speed limit, i.e. ATP profile. If this control fails, ATP must initiate anemergency stopping.Brake Assurance

Service BrakingIn normal conditions, the ATP speed profile compliance shall be enforced by initiatingservice braking.If the service brake is insufficient to keep the trains within the ATP speed profile, the ATConboard equipment shall apply the emergency braking.Emergency BrakingImmediate emergency braking of a train shall be initiated automatically upon any violation ofsafety conditions.Emergency braking shall automatically be initiated if a train is moving against the directionallowed in its current movement authority (anti roll back)Immediate emergency braking of trains shall be initiated automatically upon system failures(including loss of failsafe communication between system units) that might create a

dangerous situation such as: General system failure which prohibits correct function of fail-safe central functions, alltrains are stopped. Local system failure which prohibits correct function of fail-safe local functions, all trains inpredefined track sections within that locality are stopped. Train system failure which prohibits correct function of fail-safe functions of trains,including loss of position, this train is stopped. Application of service brake either automatically or manually (in case of work trains) isdetermined by the ATP to be insufficient to stop the train short of an obstruction.Emergency braking shall also be triggered in case of receipt of an emergency Stop-nowcommand from the OCC.Emergency handle (or any other device such as buttons etc.) shall be available in all trains.Activation of an on board emergency handle shall depend on train position; result in thefollowing possibilities of activation: When the train is located at station platforms or within a provisional distance below 50meters from the platform in the direction of travel, shall result in immediate emergencybraking. When the train is located elsewhere shall result in a top priority alarm to OCC and a stopat the nearest possible regular stopping point within movement authority boundaries.Emergency braking, once initiated, shall remain active until the train comes to a completestop. After the train has stopped, the emergency braking shall be required to be reset locally or from OCC, depending on the reason for the emergency braking for normaloperation to resume.


17/30



If conditions for the train to move are not fulfilled, the emergency stop shall remain in force,regardless of any reset, unless a switch to manual operation is done.In the onboard ATC, emergency braking and traction orders shall be interlocked in such away, that traction is removed as soon as emergency braking order is initiated. (See Rolling

stock particular specification) Braking Performance Monitoring

The train emergency brake shall be automatically tested when the train is taken up by theOCC. Trains with deficient emergency brakes shall not be injected into the carousel. Alarmsand report shall be generated and sent to OCC.Emergency braking shall automatically be initiated if a train is moving without movementAuthority.

Securing of RoutesFollowing are general considerations about overlapping of movement authority andinterlockingSecured routes establishment shall be established by a combination of ATC computing andtracksideRoutes may be defined as any movement authority that goes through a set of one

or more switches.Securing of routes shall basically rely on movement authority granting Safe Train Movement)and switch interlocking.No issue of reciprocally conflicting movement authorities is allowed.The issue, change and cancelling of movement authorities shall be exchanged in a fail safemanner between the issuing instance/entities and the unit that is worn to the movementauthority.Movement authority shall cover any portion of track geometry, except for blocked tracksections or failed or blocked switches.Movement authorities as a minimum shall support movements between any predefineddeparture location and predefined arrival location over the track geometry, where predefineddeparture and arrival locations may be: Depot/Yard incoming or out coming boundaries Depot/Yard singularities such as train wash, transfer track, test track Transition zones within Depot/yard yard positions station platforms End of track wayside signals or markerIn case of a cancellation of the movement authority, provisions shall be made to safeguardthe previously authorized train shall be brought to a complete stop. This provision shall verifysome functionality is issued before another movement authority, which could be an individualswitch command that may include changes of switch position within the stopping distance of

the mainly train.Movement authorities shall be provided by the ATP function for: any unmanned movement of trains, including trains carrying passengers unmanned supply and removal of empty trains may also be settled to manned maintenance vehicles or manned (defective) trains,provided that safety functions are fully operational. Automatic release from a movement authority over track sections and switches shall takeplace immediately, upon train passage or in case of rerouting of train, to allow subsequentmovement authorities. Switch Interlocking Detection of switch position shall be done automatically and continuously. Commands shall be provided for change of switch position.


18/30



5. Summary signaling equipment requirement: (for detailrefers to attached documents).

Following systems for Mashhad Urban Railway Line2 traffic control system is required:

1. Necessary sets of Computer base Interlocking system (CBI) for 13 stations and one

parking/depot.(the exact no. of CBI system shall decide & offer by bidder .we suggest 4 sets)

2. sil4 ATP system for 13 stations and one parking. (for detail refer to attached documents)

3. We suggest one set of Automatic Train control system for whole line (ATC) to be considered.(for detail refer to attached documents)

4. We suggest one set of communication radio base system for data exchange of train onboard

system with wayside equipment (preferably ETCS3). (for detail refer to attached documents)

5. Necessary set of sil3 wayside equipment (such as Belize & induction loops for 13 stations and

one depot).

6. All other local signaling equipment should have sil2 approval.

7. Supervisory & diagnostic system. (for detail refer to attached documents)

8. One set of Signal lamps system for whole line. (for detail refer to attached documents)

9. Emergency stop push button in each side of station(ESP)

10.The ATC system shall furnish to automatic route setting system (ARS) (for detail refer to

attached documents)

11.The ATC system shall equip to automatic train routs (ATR) (for detail refers to attached

documents).

12.The ATC system shall equip to redundant automatic supervisory (ATS) including automatic

route setting management as well.

13.The ATC system shall equip to redundant automatic train supervisory simulator in CTC for

training the operators and preventive and maintenance personnel.

14.The ATC system shall furnish to Necessary Data base servers for archiving data

15.Automatic signaling diagnostic system for data exchange among the CTC center and

interlocking system in each station and ATC system as well.


19/30



16.The ATC system shall equip to One set of Train management system(hardware and

software)

17.Necessary cables, switches, panels and accessories for interconnection of signaling equipment

in each station and between stations. (Cables or fiber optic for connection control andinterlocking system in and out of stations).

18.One set of signaling data transmission backbone shall be proposed by bidder for ATC system

and interlocking system in each station and between stations.

19.OCC/CTC Center equipment

The proposed OCC/CTC room equipment should have following facility:

1. One computer based operation terminal for control of main routes and main stations with

3 high resolution 21 "monitors. (For detail refers to attached documents).

2. One computer based operation terminal for control and supervisory of main routes and

main stations and depot as a backup spare.

3. One computer based operation terminal for control of main routes and main stations and

depot as a backup and supervision and monitoring.

4. The management of stations, preventive and maintenance, operation of system, time table

planning, and the trains' drivers time schedule, and passenger service is the main duty of

OCC operators. (For detail refers to attached documents).

20.The availability of total signaling system should be according to attached documents.

21.The MTTR of total system should be should be according to attached documents

22.The MTBF of system should should be according to attached documents

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

The fabrication and testing of all the equipment shall comply with the latest issue of the applicable

codes, standards and regulations.

Last revision of valid international standards will be applied for engineering, equipment procurement,

installation and commissioning of the signaling system. Some of mentioned above standards are

presented in table below. However applicable standards are not limited to mentioned below items:

Test of electromagnetic compatibility (EMC) According to EN50081-2 & EN5082-2

Cold and Dry Heat Testing (transport and operation) According to EN60068-2-1&2

Sinusoidal Vibration Testing (transport and operation) According to EN60068-2-6

Shock & free fall Test (operation) According to EN60068-2-27 &32


20/30



Dust & water stream Test of According to EN60529

Railway application compatibility between rolling stock and train detection system According to

EN50238

Railway application communication, signaling and processing systems software of railways control

and protection system According to EN50128

Railway application safety-related electronic system of signaling According to EN50129

Railway application communication, signaling and processing systems part 1: related

communication in closed transmission systems According to EN50159-1

Electromagnetic compatibility (EMC) part 6-4 generic standards, immunity for industrial environment

According to EN61000-6-4

Railway application -Electromagnetic compatibility part4: emission, immunity of the signaling and

telecommunication apparatus According to EN50121

Railway application the specification and demonstration of Reliability, Availability, Maintainability

and Safety According to EN50126

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

Vendor shall submit his previously executed similar projects references.

_ Vendor shall confirm his presented technical specifications as Comply List. Additionally vendor

should accompany his technical proposal with a List Of Material (LOM) and manufacturer

companies names. Mentioned Manufacturer Companies shall present valid guaranty for cooperation

in construction and provision of accurate technical characteristic of the equipments used in this

project separately. Obviously its vendor's responsibility to execute the project according to the

proposed LOM.

_ Vendor shall submit all the drawings, references and line simulations according to his proposal.

_ Vendor shall provide equipments of each system of the project from unit manufacturer, similarly for

the entire stations.

_The vendor shall submit individually the MTBF of all the equipments of the system and the MTBF

of the entire system with essential documents from valid international companies based on related

standards.

_ The vendor shall submit individually the MTTR of all the equipments of the system and the MTTR

of the entire system with essential documents from valid international companies based on related

standards.

_ We recommend the vendor to present a general and exact simulation of capacity, headway and trip

time of the trains in Mashhad Line 2 according to the line topography, distances between stations,


21/30



fleet characteristics, delay and stop time in stations, existing tolerance in position and velocity of the

trains, average and maximum trip rate and other effective factors.

_Vendor shall submit the time schedule of the project execution.

_ Vendor shall submit the training time schedule related to this project including pre-installation and

installation, commissioning, operation, trouble shooting and re-designation training.

_The contractor shall submit necessary No's of copies of all the technical documents required for the

project with all the drawings and detail characteristics related to the system structure in affairs of

design, construction, installation, test, commission, operation and copy of all the system software in

construction and pre-commissioning stage. Additionally he should submit As Built drawings before

the temporary submission.

_ The contractor shall provide all the equipments required for test, installation and commissioning of

the project.

_ After the contract the contractor shall coordinate and cooperate, whenever necessary, with the

project manager who is defined by the client.

_ All the equipments provided by the contractor shall be according to the last revision of the

international standards (like CENELEC, ASTM, VDE, CCITT, IEC, IEEE and UIC wherever

necessary)

_ In this project the contractor will be directly responsible for the designing, procurement, installation

and commissioning, supervision of the installation, arrangement of the tables which include

construction, test, transportation and other items related to the manufacturers and his othercooperative companies.

_After installation and commissioning of all the project equipments, the contractor shall submit the

project experimentally for 6 months and after that guarantee the project for 24 months.

_ All the costs related to replacement, arrangement, equipment transportation and etc. during the

guarantee period will be in the contractors scope of work and the replaced equipments shall be new,

sealed pack similar to the main sample. The replaced equipments shall not be repaired or used even

once in an other place.

_ The contractor shall confirm the entire items of this document and if he recommends any better or

more state of the art equipment, he should submit all related technical documents before the contract

in order to make and announce necessary decisions.

_ After the contract, at the beginning of the project, the contractor shall submit to the project manager

one daily report of the project progress in detail and one complementary report fort night according to

the base line and the curve.

_ The contractor shall submit to the client all the instructions related to the installation,

commissioning, operation, maintenance and arrangement of the installed systems stage by stage and

before the end of the project.


22/30



_The contractor is responsible to provide the confirmed spare parts for 3 years system maintenance

after guaranty period. The amount of these parts shall be according to the MTBF and MTTR.

_The contractor shall guaranty a 20 years warranty with a proper price after the guaranty period.

_ The contractor shall present a complete instruction manual on installation procedure and necessary

plots in necessary No.s of copies, in the form of Soft copy and Hard copy, at the time of first

equipment part delivery.

_The contractor shall present a complete instruction manual on operation, maintenance procedure in

necessary copies, in the form of Soft copy and Hard copy, at the time of first equipment part delivery.

_ the contractor shall make necessary coordination for 5 No.s of the client's experts for inspection of

the construction procedures and test at the factory site for at least 150 man/day, that will be done in

separate times according to the client's announcement.

_ All the inspection costs such as commutation and accommodation is in vendor's scope of work.

_ The procurement of all the test requirements and probable costs of inspection is in vendor scope of

work, and he should present as usual the necessary requirements for any requested test by the client.

_The contractor shall hold the training courses under the training code (by law) conditions of the

client from the contract start time and during the 2/3 of the entire contract period.

_If there is any probable modification in the project, the contractor shall coordinate with the client and

do that verification according to the unit price break down presented in this contract.

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

4-1- The minimum requested documents attached to the proposal:

The vendor shall prepare a list of all the documents attached to his proposal. In spite of all the items

mentioned in the text, this list shall comprise all of the following items:

_ A list of all the standards that the system is designed, construction and tested according to them.

_ A report which contains process and provision procedure of the standards obligations in system

_The documents that show the fail safety of the system, its principles and its design procedures.

_A report that contains following information about each of the devices, equipments, hardware and

software subsystems:

Item Subject Remarks

1Name of the equipment, part, software or

hardware


23/30



2 Type of the equipment (Hardware or software)

3 Place of application

4 Duty

5 Designer Company6 Manufacturer company

7The company that tests or confirms the

compatibility of the system with the standards

_ A report that contains following information about the companies that have participated in design,

construction, assembly or test of the system:

Item Subject Remarks

1 Name of the company2 Role of the company

3 QC

4 Name of the code and standard

5 The company that granted the certification

6 The date of the certification and its update

_A report that shows the life time of the presented system in each section and the procedure of this

parameter calculation.

_A report that shows the validation process of the system with following details:

Complete information about companies and organizations which have had role in system

validation.

A review of the validation process and the outcome of each stage of the process.

List of the documents that shall be presented in system proposal:


24/30



_ A list of the presented trainings in different stages of the project execution, their titles and the

training place.

_A report that shows the capabilities of the system to support the safety of the system

_ A report of the capabilities of the system to support the security of the system.

_ A list of the systems, software and hardware capabilities considered for the control center

_Arrangement of the signaling system equipments in control center building and related rooms in

passenger stations in basic design level.

_ Interlocking System design, operation procedure, capabilities and limitations

_ATC system design, operation procedure, capabilities and limitations

_A list of the parameters that can be monitored in the network, including train, line, signalingequipments, connections, power network and etc. in control center.

_A report of headway and capacity analyzing in proposed system

_A report of the technical and economical description of the proposed system

_A list of the spare parts and technical explanation of type and No.s of the considered spare parts

_A list of the carried out tests on the system that shall be attached to the proposal.

_A list of the carried out tests or the tests that will be carried out on the system that shall be presented

in the project execution stage.

_A list of the systems and the test equipments presented with the system

_A list of the systems and the training equipments presented with the system

_A report of the capabilities made in the test line. Mentioned report shall at least include the following

items:

Goals and descriptions of the performable tests

Test performance conditions

Required equipments for the test

after the contractThe minimum requested documents from the tender2-4

The vendor shall submit the list of the submitted documents during the project execution period to the

client at the beginning of the design stage. Some of the mentioned above documents are pointed in

table below, however they are not limited to these:


25/30



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

The winner of the tender shall present required training in different levels in Mashhad Metro Line 2

site, for proper operation, maintenance of the system. After passing the training courses, the trained

people shall have gained following abilities (The complete list of training courses will be submitted

by the vendor and will no be limited to the following items):

_Acquaintance with capabilities and performance of the system

_ Acquaintance with arrangement and management of the system in different conditions and its

applicability

_Working with interlocking simulator system

_Working with ATC system simulator

_Working with OCC center systems simulator

_ Method of applying the modifications, test and surveillance of the system with simulator

_ Applying the modification in the main system, validation and correction of it

_Equipments trouble shooting

_Validation of the effects of any kind of changing in the systems or the subsystems on the operation

of the system.

_Replacement procedure of the system equipments with the current equipments in the country (Required specification and characteristics and their compatibility)

_Routine maintenance of all the equipments and subsystems.

_Installation, test and commissioning of all the subsystems and equipments.

_System test in different levels and stages.

_System quality management process from the view of operation, maintenance of the system.

_The vendor shall submit a copy of all his courses' references and slide files at least 2 weeks before

the training time to the Mashhad Line 2 or his representative to receive their admission regarding thesufficiency of the ..

_Represented references shall at least include all equipments, hardware and software systems used in

Mashhad Metro Line 2 system

10. Interlocking system test (for detail refers to attacheddocuments).

Interlocking system test design containing all the tests that will be applied on the system before and

after the installation shall be submitted. Accuracy of the tests shall be admitted by the client or his

legal representative.


26/30



The contractor shall present system design and operation different aspects validation and checking

process.

The document of applied test results shall be submitted.

The contractor shall confirm the precision of all the wirings, labels, connections and etc.

The vendor shall present the performance schedule that contains the following items at least, and for

the execution he shall coordinate with the client or his legal representative the time schedule:

_ Primary design delivery documents according to the client requirements

_ System detail design

_ Surveillance and confirmation of detail design documents including:

Safety requirements supplying

Reliability requirements supplying

Surveillance of design, installation and maintenance problem

Surveillance of probable modifications toward accessing mentioned requirements

_ Interlocking system construction according to the defined requirements

_ Factory manufactured system test

_ Interlocking system surveillance

_ Production and entrance of the area data

_ Regulation of the interlocking system

_ Installation and commissioning of the interlocking system

_ Validation and test of the interlocking system in the site

_ System communication test with control center and trackside (field) equipments

_ Necessary trainings for the system

The contractor shall present documents about line, risk, control procedures and their restriction

validation according to the current international standards (mention of the standards references).

The contactor shall submit one copy of test, control tables, equipments arrangement design and circuit

diagrams documents or any other document that is used for maintenance, test, operation and extension

of the system sealed and signed.

After the equipments installation the contractor shall perform the required tests that show the accurate

performance of the system and submit the related documents. These tests shall include interlocking

unit, interfacing equipments, track circuit equipments, System communications with each other and


27/30



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

representative shall be present.

Typical signaling bid evaluation table

Criterion Criterion DescriptionWeight

Ai

Evaluation

result

from100

Bi

Ai*Bi/100

Derived

points from

the

proposal

1 Procedure Vendor's reaction regarding the tender

1.1 presentation

Vendor's comprehension form the scope

and limitation of the work and the

proposal submission quality

1

1.2organization

Chart

General quality of the organization chart

and personnel's C.V. that shows their

technical capabilities and experiences in

the subject

1

1.3execution

procedure

Explanation of the predicted execution

procedure1

1.4Vendor's

references

Reference in signaling system

particularly in international projects3

1.5 Risk evaluationcalculation and control of probable

dangers during the project1

1.6Performance

details

Time schedule for performance,

construction, procurement and testactivities

1

1.7 Sub-contractors

Information about sub-contractors' that

shows their capabilities in execution of

related duties

1

1.8Test &

commissioningIntegration tests procedures 1

Sum 10

2References &

Standards

2.1References &

Standards

Submission of the documents that

confirm the standards following6

2.2 QC ProcedureHaving bylaw for checking the QC

execution in the project2

2.3Environment

compatibility

Having the minimum environmental

effects (compatibility of the materials

with the environment, the least effect of

installation & commissioning of the

equipment on the environment)

2

Sum 10


28/30



3Technical

Proposal

Complete & qualified proposed

procedure, clarified assumption,

suitability of the procedure

3.1 Procedure &Solution

General surveillance of the proposalregarding the safety, reliability

3

3.2 InterfaceSignaling system interface with other

systems2

3.3

List of

references &

suppliers

List of the equipment manufacturers that

shows quality, performance and their

supportive services

10

3.4Design

documents

Submission of the design & test

documents4

3.5Primary

simulation

General and detail simulation of

headway, capacity and trip time6

Sum 25

4 Sub-systems

4.1 SIL4 safetyQuantity & quality of the submitted

documents4

4.2 2 min headwaySubmission of the documents that show

the headway calculation4

4.3accuracyfor

the stops

Description of how this accuracy is

calculated3

4.4

Transportation

line of train

from hanger to

the line

Submission of the documents that show

the best considered area between hanger

and the main line

3

4.5 TWC systemSubmission of the documents that show

the of the proposed TWC system2

4.6 ATP


the of the proposed ATP system, the

procurement quality of the requirements

and the extension capabilities

3

4.7 ATO


the of the proposed ATP system, the

procurement quality of the requirements

and the extension capabilities

3

4.8On board

equipments

Submission of the required documents

that show the standard compatibilities

and optimized performance of the on

board equipments

3

4.9 Interlocking


the extendibility of the interlocking

system and system details

4


29/30



4.10Wayside

equipments


the5

4.11

Control traffic

center (CTC)

Efficiency of the presented capabilities in

the CTC 4

4.12

Train

recognition in

hanger

Presentation of the trains recognition

method in hangers with required

technical and economical description

2

Sum 40

5

Efficiency of

the proposed

system

General analysis of the required

efficiency for the supply system

5.1 Safety Safety against fire and etc. 1

5.2 RAM Reliability factors 2

5.3 EMCEMC analysis and the its provision

method for each sub-system1

5.4Security

against risksSystem suitability against risks 1

5.5

Design &

construction

basis

Description about the project execution

procedure1

Sum 6

6Operation &

maintenance

Efficiency of the proposed performance

methods, suitability of the proposed

references and construction procedures

6.1 managementManagement & maintenance facilities by

network management center1

6.2. Guarantee Description of the services 1

6.3

Spare parts and

equipmentsmaintenance

devices

Evaluation of the proposed quantities by

vendor, equipments maintenance methodwith technical and economical

description

1

6.4Design life

timeMinimum life time shall be 30 years 1

6.5Software

maintenanceSoftware maintenance support 1

6.6 Training

The trainings and necessary training

equipment being presented shall be

complete

1


30/30


pageMonday,May07,2012

6.7Maintenance

capability

The maintenance requirements shall

comply with the tender documents1

6.8 1

6.9

Test

equipment's

Equipments and test systems shall be

complete 1

Sum 9

Total 100

summary of control & signaling line2 (volume1)

Documents